Torque arm assembly for a motorized wheel

ABSTRACT

A support block for a torque arm on a vehicle can include a first indentation and a second indentation each having an opening adapted to accept a portion of a torque arm, the first indentation and the second indentation each having a relief cut opposite the opening into which a portion of a torque arm can fit.

This application is a continuation-in-part of U.S. Pat. application Ser.No. 14/678,855 (SUPE-0007-U02) filed Apr. 3, 2015 which claims priorityto: U.S. Provisional Patent Application Ser. No. 61/975,658(SUPE-0006-P01) filed Apr. 4, 2014; U.S. Provisional Patent ApplicationSer. No. 62/083,851 (SUPE-0007-P01) filed Nov. 24, 2014; and U.S.Provisional Patent Application Ser. No. 62/092,243 (SUPE-0007-P02) filedDec. 15, 2014.

This application claims priority to U.S. Provisional Patent ApplicationSer. No. 62/083,851 (SUPE-0007-P01) filed Nov. 24, 2014 and U.S.Provisional Patent Application Ser. No. 62/092,243 (SUPE-0007-P02) filedDec. 15, 2014.

Each of the above applications is hereby incorporated by reference inits entirety.

BACKGROUND

The disclosure relates to electrically motorized wheels, and moreparticularly to an electrically motorized wheel to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the wheel on the vehicle.

There are many wheeled vehicles driven or moved by human power, such asbicycles, wheelchairs, wagons, trailers, carts, rolling tables, pushlawnmowers, wheelbarrows, etc. Current electric conversion kits forvehicles such as bicycles generally include a relatively large, bulkybattery pack, a control system, and an electric motor that areseparately mounted on different parts of the bicycle, such as the frame,the handlebars, and the forks. As the components are separated, a wiringharness provides electrical power from the battery pack to the electricmotor and operates as a conduit for signals from the control systems.Installation of such systems may be complex and time consuming,typically requiring a variety of tools and a multi-step process.

SUMMARY

The present disclosure describes a method of a system for batterymaintenance for an electrically motorized wheel, the method according toone disclosed non-limiting embodiment of the present disclosure caninclude, accessing a contoured battery within the electrically motorizedwheel while each of a multiple of spokes of the electrically motorizedwheel remains laced.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the method further comprisesaccessing the contoured battery via a removable access door, theremovable access door removably attachable to a non-drive side ringmounted to a drive side shell.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the method further comprisesremoving a cover plate mounted to the drive side shell prior toaccessing the contoured battery via the removable access door.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the method further comprisesaccessing the contoured battery from around a panel subsequent toremoval of the cover plate.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the method further comprisesaccessing the contoured battery without removal of a bearing mounted tothe panel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the method further comprisesaccessing the contoured battery without disassembly of an electric motorand a control system therefor.

The present disclosure describes a hub casing assembly of anelectrically motorized wheel, the hub casing assembly according to onedisclosed non-limiting embodiment of the present disclosure can includea drive side casing defined about an axis; a non-drive side ring mountedto the drive side casing, the non-drive side ring defines a non-circularcontour; and a contoured battery housing that is passable through thenon-circular contour of the non-drive side ring.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the hub casing assemblyfurther comprises a removable access door removably attachable to thenon-drive side ring.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the non-circular contourincludes a multiple of arcuate sections.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the non-circular contour isscalloped.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the contoured battery housingcontains a multiple of groups of batteries of a battery system.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein at least one of the multipleof groups of batteries includes a 2-battery cluster.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein at least one of the multipleof groups of batteries includes a 4-battery cluster.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the 4-battery cluster isarranged in an L-configuration.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the hub casing assemblyfurther comprises a cover plate mounted to the drive side casing, thecover plate removable prior to accessing the contoured battery via theremovable access door.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the contoured battery iscontoured to permit removal/replacement from around a panel subsequentto removal of the cover plate.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the hub casing assemblyfurther comprises a multiple of spokes mounted to the non-drive sidering and the drive side casing such that a removable access door isremovable from the non-drive side ring without delacing any of themultiple of spokes.

The present disclosure describes an electrically motorized wheel, theelectrically motorized wheel according to one disclosed non-limitingembodiment of the present disclosure can include a drive side shelldefined about an axis; a non-drive side ring mounted to the drive sideshell; a removable access door removably attachable to the non-driveside ring; and a multiple of spokes mounted to the non-drive side ringand the drive side casing such that a removable access door is removablefrom the non-drive side ring without delacing any of the multiple ofspokes.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the electrically motorizedwheel further comprises a contoured battery housing that is passablethrough a non-circular contour of the non-drive side ring.

The present disclosure describes a spoke for a wheel, the spokeaccording to one disclosed non-limiting embodiment of the presentdisclosure can include, a first end, a second end, and an attachmentsection therebetween, the first end and the second end extend at anacute angle with respect to each other, the attachment section includinga non-circular portion in cross-section.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the non-circular portionincludes a flat section.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the non-circular portionincludes a triangular section

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the non-circular portionincludes a wedge section.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the non-circular portionincludes a flat section that defines a plane that does not contain thefirst end and the second end.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the acute angle of theplurality of wheel spokes ranges between about 20 degrees and about 60degrees.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the acute angle of theplurality of wheel spokes is about 40 degrees.

The present disclosure describes a wheel, the wheel according to onedisclosed non-limiting embodiment of the present disclosure can include,a wheel rim; a wheel hub having a first and second side; and a pluralityof wheel spokes connecting the wheel rim to the wheel hub, each of theplurality of wheel spokes has a first end, a second end, and anattachment section therebetween, the ends extend at an acute angle withrespect to each other and attach to the rim, the attachment sectionattached to an attachment pocket in the wheel hub, the attachmentsection including a non-circular portion in cross-section.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the non-circular portion isreceivable within the attachment pocket along a first direction, and islocked within the attachment pocket in response to a movement differentthan the first direction.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the movement different thanthe first direction includes a second direction different than the firstdirection.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the movement different thanthe first direction includes a rotation.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein at least one side of the wheelhub has at least one attachment pocket shaped to retain and secure theattachment section of one wheel spoke.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the attachment pocket has ashape that is one of: a curved shape, an angled shape.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the acute angle of theplurality of wheel spokes ranges between about 20 degrees and about 60degrees.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the acute angle of theplurality of wheel spokes is about 40 degrees.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the wheel is an electricallymotorized wheel to convert a non-motorized wheeled vehicle to anelectrically motorized wheeled vehicle.

The present disclosure describes a method of assembling a spoked wheel,the method according to one disclosed non-limiting embodiment of thepresent disclosure can include inserting an attachment section of awheel spoke into an attachment pocket in a wheel hub, the spokeincluding a first end, a second end, and the attachment sectiontherebetween, the ends extend at an acute angle with respect to eachother; and rotating the wheel spoke to lock the attachment section intothe attachment pocket.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the method further comprisessecuring the ends of each of the multiple of spokes to a rim.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the attachment sectionincludes a non-circular portion in cross-section.

The present disclosure describes a method of thermal management for anelectrically motorized wheel, the method according to one disclosednon-limiting embodiment of the present disclosure can include defining athermally conductive path from at least one component, said at least onecomponent becoming heated during operation of the electrically motorizedwheel, providing the path with a thermally conductive material andfurther defining the path such that the path contacts the at least onecomponent, further defining the path such that the path contacts a hubshell assembly of the electrically motorized wheel thereby conductingheat from the at least one component to the hub shell assembly.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include arranging the hub shell assembly in proximity tothe at least one component to facilitate a short thermally conductivepath therebetween.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include locating a plurality of fins on the hub shellassembly that extend from the hub shell assembly.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include defining the thermally conductive path from theat least one component to a shaft of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include further defining the thermally conductive pathfrom the at least one component through the shaft of the electricallymotorized wheel to a frame of a wheeled vehicle upon which theelectrically motorized wheel is installed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include defining the thermally conductive path throughthe hub shell assembly by selecting a thickness of the hub shellassembly wherein the thickness is between about 2-4 mm.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include defining the thermally conductive path throughthe hub shell assembly by selecting a material of the hub shell assemblyfrom one of an aluminum, magnesium, steel and titanium alloy.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include defining the thermally conductive path through aplurality of fins of the hub shell assembly.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include agitating airflow within the hub shell assemblywith the plurality of fins.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include defining the thermally conductive path from theat least one component through the shaft of the electrically motorizedwheel to a frame of a wheeled vehicle upon which the electricallymotorized wheel is installed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the hub shell assembly in proximity tothe at least one component to facilitate a short thermally conductivepath therebetween.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include a plurality of fins extending from the hub shellassembly.

The present disclosure describes a method of thermal management for anelectrically motorized wheel having a hub shell assembly containing atleast one component that becomes heated during operation of theelectrically motorized wheel, the method according to one disclosednon-limiting embodiment of the present disclosure can include agitatingairflow within the hub shell assembly via a plurality of fins thatextend within the hub shell assembly; and forming a thermal path fromthe at least one component that becomes heated during operation of theelectrically motorized wheel to the hub shell assembly.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include defining the thermal path through the hub shellassembly by selecting a thickness of the hub shell assembly wherein thethickness is between about 2-4 mm.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include defining the thermal path through the hub shellassembly by selecting a material of the hub shell assembly from one ofan aluminum, magnesium, steel and titanium alloy.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include defining the thermal path from the hub shellassembly to a shaft of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include defining the thermal path from the at least onecomponent that becomes heated through the shaft of the electricallymotorized wheel to a frame of a non-motorized wheeled vehicle upon whichthe electrically motorized wheel is installed.

The present disclosure describes a hub shell assembly for anelectrically motorized wheel, the hub shell assembly according to onedisclosed non-limiting embodiment of the present disclosure can includea drive side shell defined about an axis; a non-drive side ring mountedto the drive side shell; and a removable access door removablyattachable to the non-drive side ring, wherein at least one of the driveside shell, the non-drive side ring and the removable access door formsa portion of a thermal path defined from at least one component thatbecomes heated during operation of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein at least one of the drive side shell,the non-drive side ring and the removable access door includes at leastone fin to agitate an airflow within the hub shell assembly.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein at least one of the drive side shell,the non-drive side ring and the removable access door is about 2-4 mmthick.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein at least one of the drive side shell,the non-drive side ring and the removable access door is manufactured ofat least one of an aluminum, magnesium, or titanium alloy.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein at least one of the drive side shell,the non-drive side ring and the removable access door is manufactured ofa material for heat transfer without air exchange.

The present disclosure describes a device of an electrically motorizedwheel to convert a non-motorized wheeled vehicle to an electricallymotorized wheeled vehicle via installation of the device to a wheel ofthe non-motorized wheeled vehicle, the device according to one disclosednon-limiting embodiment of the present disclosure can include a staticunit and a rotating unit around a rotor shaft that defines an axis ofrotation, the static unit coupled to the non-motorized wheeled vehicle;an electric motor selectively operable to rotate the rotating unitrelative to the static unit; a mechanical drive unit operable to rotatethe rotational unit in response to a input from the user; a sensingsystem adapted to identify parameters indicative of input; and a controlunit mounted to the electrically motorized wheel, the control unit incommunication with the sensing system to continuously control theelectric motor in response to input; and wherein at least one componentof the electrically motorized wheel becomes heated during operation ofthe electrically motorized wheel and the at least one component ispositioned on a conductive thermal path from the at least one componentto the shaft of the wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the input is mechanical.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the input is electrical.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the electric motor is at least partiallyenclosed in a hub shell assembly.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the hub shell assembly comprises: adrive side shell defined about an axis; a non-drive side ring mounted tothe drive side shell; and a removable access door removably attachableto the non-drive side ring.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein at least one of the drive side shell,the non-drive side ring, and the removable access door includes at leastone fin.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein at least one of the drive side shell,the non-drive side ring, and the removable access door is manufacturedof magnesium.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein at least one of the drive side shell,the non-drive side ring, and the removable access door is between about2-4 mm thick.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, defining the thermal path from the at least onecomponent to a shaft of the electrically motorized wheel.

The present disclosure describes a thermal management system for anelectrically motorized wheel, the system according to one disclosednon-limiting embodiment of the present disclosure can include athermally conductive path from at least one component, the at least onecomponent becoming heated during operation of the electrically motorizedwheel, wherein the path comprises thermally conductive material andcontacts at least one component; and a hub shell assembly of theelectrically motorized wheel in contact with the path.

The present disclosure describes a support block for a torque arm on avehicle according to one disclosed non-limiting embodiment of thepresent disclosure can include a first indentation and a secondindentation each having an opening adapted to accept a portion of atorque arm, the first indentation and the second indentation each havinga relief cut opposite the opening into which a portion of a torque armcan fit.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the first indentation and thesecond indentation are each V-shaped.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the relief cut is located atthe apex of the V-shape.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the first indentation and thesecond indentation are located through a sidewall of the block.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the block has a substantiallycircular cross section.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the block includes anaperture to receive a shaft.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the block includes a multipleof fastener apertures therethrough.

The present disclosure describes a torque arm assembly for a wheel of avehicle, the torque arm assembly according to one disclosed non-limitingembodiment of the present disclosure can include a block with a firstindentation and a second indentation, the first indentation including arelief cut and the second indentation including a relief cut; and atorque arm with a first hinge portion engageable with the firstindentation and extending partially into the relief cut on the firstindentation, and a second hinge portion engageable with the secondindentation and extending partially into the relief cut on the secondhinge portion.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the torque arm includes anon-circular opening.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the non-circular openingrotationally keys the torque arm to a shaft.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the non-circular openingpermits the torque arm to pivot about a hinge that defines a pivot forthe torque arm such that an arm portion may interface with a framemember of the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the arm portion interfacesbelow a frame member to transfer torque to the frame member of thevehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the hinge portions aresubstantially V-shaped.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein an apex of each of the twohinge portions interface with a respective relief cut to provide a twoline contacts for each of the respective first indentation and thesecond indentation.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein an apex of each of the twohinge portions is arcuate.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations a clamp to retain the arm portionbelow a frame member.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the torque arm comprises asubstantially semi-spherical surface comprising the non-circularopening.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations a lock nut that interfaces with thesemi-spherical portion.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the lock nut includes anon-planar interface that interfaces with the semi-spherical portion.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations, wherein the lock nut mounts to theshaft to lock the torque arm at a desired angle to accommodate amultiple of vehicle frame arrangements.

The present disclosure describes a user interface for an electricallymotorized wheel with a hub shell assembly, the user interface, accordingto one disclosed non-limiting embodiment of the present disclosure caninclude, a user interface cover plate for a user interface panel thatprovides for operation of the electrically motorized wheel, the userinterface cover plate rotationally stationary relative to a rotatableportion of the hub shell assembly, the user interface cover plateincluding an antenna aperture for an antenna of a wireless system.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the hub shell assemblycomprises: a drive side shell defined about an axis; a non-drive sidering mounted to the drive side shell; and a removable access doorremovably attachable to the non-drive side ring, the user interfacecover plate is generally circular and rotationally fixed within therotatable removable access door.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include a user interface further comprising a switchaperture within the user interface cover plate for an on/off switchmounted to the user interface panel to operate the electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include a user interface further comprising a userinterface wherein the switch aperture is circular.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the switch is low profile.

A further embodiment of any of the foregoing embodiments of the presentdisclosure further comprising a port aperture within the user interfacecover plate for a port mounted to the user interface panel to providecommunication with the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure further comprising a port aperture within the user interfacecover plate for a power port to charge the electrically motorized wheelthe power port mounted to the user interface panel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure further comprising a removable cover mountable over the portaperture.

A further embodiment of any of the foregoing embodiments of the presentdisclosure further comprising an arrangement of status lights to atleast partially surround the port.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the wireless system is locatedbehind and protected by the user interface cover plate.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the antenna of the wirelesssystem is flush with the user interface cover plate.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the user interface cover plateincludes a central shaft aperture.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the central shaft aperture isrectilinear.

The present disclosure describes a method of mounting an antenna to anelectrically motorized wheel with a hub shell assembly, the method,according to one disclosed non-limiting embodiment of the presentdisclosure can include locating an antenna aperture for an antenna of awireless system in a user interface cover plate for a user interfacepanel that provides for operation of the electrically motorized wheel,the wireless system mounted to the user interface panel, the userinterface cover plate and the user interface panel rotationallystationary relative to a rotatable portion of the hub shell assembly.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include mounting the antenna to be flush with the userinterface cover plate.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include mounting the antenna to the user interface panelbehind and protected by the user interface cover plate.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include mounting the antenna to the user interface panelto avoid formation of a Faraday cage.

The present disclosure describes a user interface for an electricallymotorized wheel, the user interface, according to one disclosednon-limiting embodiment of the present disclosure the user interface caninclude a user interface cover plate for a user interface panel thatprovides for operation of the electrically motorized wheel, the userinterface cover plate rotationally stationary relative to a rotatableportion of a hub shell assembly, the user interface cover plateincluding a port aperture within the user interface cover plate forcommunication access with the user interface panel of the electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure wherein the user interface cover plate is mounted to the userinterface panel and the user interface cover plate and the userinterface panel are generally circular and form a stationary portion ofa hub shell assembly.

A further embodiment of any of the foregoing embodiments of the presentdisclosure wherein the user interface further comprises a switchaperture within the user interface cover plate for an on/off switch tooperate the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the switch aperture iscircular.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the switch is low profile.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the port provides access to apower port to charge the electrically motorized wheel, the power portmounted to the user interface panel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the user interface furthercomprises a removable cover mountable over the port aperture.

The present disclosure describes a user interface for an electricallymotorized wheel, according to one disclosed non-limiting embodiment ofthe present disclosure the user interface can include a user interfacecover plate for a user interface panel that provides for operation ofthe electrically motorized wheel, the user interface cover platerotationally stationary relative to a rotatable portion of the hub shellassembly, the user interface cover plate including a switch aperturewithin the user interface cover plate for an on/off switch mounted tothe user interface panel to operate the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the user interface cover plateis generally circular.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the switch aperture iscircular.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include situations wherein the switch is low profile.

These and other systems, methods, objects, features, and advantages ofthe present disclosure will be apparent to those skilled in the art fromthe following detailed description of the other embodiment and thedrawings. All documents mentioned herein are hereby incorporated intheir entirety by reference.

The foregoing features and elements may be combined in variouscombinations without exclusivity, unless expressly indicated otherwise.These features and elements as well as the operation thereof will becomemore apparent in light of the following description and the accompanyingdrawings. It should be understood, however, the following descriptionand drawings are intended to be exemplary in nature and non-limiting.

BRIEF DESCRIPTION OF THE FIGURES

Various features will become apparent to those skilled in the art fromthe following detailed description of the disclosed non-limitingembodiment. The drawings that accompany the detailed description can bebriefly described as follows:

FIG. 1A schematically represents a side view of an electricallymotorized wheel.

FIG. 1B schematically represents a side view of a hub and spokeinterface.

FIG. 1C schematically represents a sectional view of a hub and spokeinterface.

FIG. 1D schematically represents a side view of a hub and spokeinterface.

FIG. 1E schematically represents a sectional view of a hub and spokeinterface.

FIG. 1F schematically represents a side view of a hub and spokeinterface.

FIG. 1G schematically represents a side view showing a hub and spokeinterface.

FIG. 1H schematically represents a side view showing a hub and spokeinterface.

FIG. 1I schematically represents an enlarged plan view of embodiments ofan attachment end of a spoke, showing how the attachment end seats intothe pocket.

FIG. 1J-1 schematically represents an enlarged cross sectional view ofan attachment portion of a spoke.

FIG. 1J-2 schematically represents a cross-section of the attachmentportion of FIG. 1J-1.

FIGS. 1K-1L schematically represent the insertion of an attachmentportion of a spoke into a hub.

FIG. 2A is a side view of electrically motorized wheel of FIG. 1A withits side cover removed showing internal elements.

FIG. 2B is a schematic diagram of an embodiments of the electricallymotorized vehicle including the electrically motorized wheel of FIG. 1A.

FIG. 3 is a simplified schematic of the mobile device.

FIG. 4A schematically represents details of an embodiment of a torquesensor system.

FIG. 4B schematically represents details of embodiments of a torquesensor system.

FIG. 4C schematically represents details of embodiments of a torquesensor system.

FIG. 4D schematically represents details of embodiments of a torquesensor system.

FIG. 5 schematically represents the environment of the mobile device.

FIG. 6A schematically represents embodiments of the electricallymotorized wheel installed on a wheelchair.

FIG. 6B schematically represents forces and torques associated with theelectrically motorized vehicle.

FIG. 7A schematically represents a side view of a wheelbarrowretrofitted with the electrically motorized wheel of FIG. 1A.

FIG. 7B schematically represents a top down view of electricallymotorized wheelbarrow of FIG. 7A.

FIG. 7C schematically represents details of the force sensing connectionbetween the electrically motorized wheel and electrically motorizedwheelbarrow.

FIG. 8 schematically represents a side view of a wagon retrofitted withthe electrically motorized wheel of FIG. 1A.

FIG. 9A is an exploded view of a single speed electrically motorizedwheel.

FIG. 9B is a sectional view of a single speed electrically motorizedwheel.

FIG. 9C is an exploded view of a static system of the electricallymotorized wheel.

FIG. 9D is an exploded view of a rotational system of the electricallymotorized wheel.

FIG. 9E is an exploded view of a system of the electrically motorizedwheel.

FIG. 9F is an exploded view of an electric motor of the electricallymotorized wheel.

FIG. 9G is an exploded view of a mechanical drive system of theelectrically motorized wheel.

FIG. 9H is a schematic view of a system of the electrically motorizedvehicle.

FIG. 9I is an exploded view of a system of the electrically motorizedwheel.

FIG. 10A is a sectional view of a multiple speed electrically motorizedwheel.

FIG. 10B is a sectional view of a single speed electrically motorizedwheel.

FIG. 11A is a perspective view of a torque arm assembly.

FIG. 11B is a perspective view of a torque arm for the electricallymotorized wheel.

FIG. 11C is a perspective view of a torque arm for the electricallymotorized wheel.

FIG. 11D-1 is a side view of a torque arm support block.

FIG. 11D-2 is a perspective view of a support block.

FIG. 11E is a perspective view of a nut for the torque arm for theelectrically motorized wheel.

FIGS. 11F-11I are perspective views of the interface of the torque armand the support block.

FIG. 12A is a perspective view of a user interface for the electricallymotorized vehicle.

FIG. 12B is a perspective view of the user interface and user interfacecover plate for the electrically motorized vehicle.

FIG. 13A is a sectional view for a thermal path within the electricallymotorized wheel.

FIG. 13B is a perspective view for a thermal path within theelectrically motorized wheel.

FIG. 13C-1 is an outer side view for a thermal path within theelectrically motorized wheel.

FIG. 13C-2 is a perspective view of a thermal path on the interior ofthe removable access door.

FIG. 13D is an inner side view of an airflow path through theelectrically motorized wheel.

FIG. 13E is a side view of an airflow path through the electricallymotorized wheel.

FIG. 13F is a schematic view of a power system for the electricallymotorized vehicle.

FIG. 13G is a schematic view of a power system for the electricallymotorized vehicle.

FIG. 14A is a schematic view of a system for the electrically motorizedvehicle.

FIG. 14B is a schematic view of a system for the electrically motorizedvehicle.

FIG. 14C is a schematic view of an ad hoc local traffic net system forthe electrically motorized vehicle.

FIG. 14D is a schematic view of a global traffic net system for theelectrically motorized vehicle.

FIG. 15A is a schematic view of a system for the electrically motorizedvehicle.

FIG. 15B is a page of a mobile device in communication with theelectrically motorized vehicle.

FIG. 15C is a page of a mobile device in communication with theelectrically motorized vehicle.

FIG. 15D is a page of a mobile device in communication with theelectrically motorized vehicle.

FIG. 15E is a page of a mobile device in communication with theelectrically motorized vehicle.

FIG. 16A is a schematic view of a system for the electrically motorizedvehicle.

FIG. 16B is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 16C is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 16D is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 16E is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 16F is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 16G is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 17A is a schematic view of a system for the electrically motorizedvehicle.

FIG. 17B is a schematic view of a system for the electrically motorizedvehicle.

FIG. 18A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 19A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 19B is an algorithm for operation of the electrically motorizedvehicle.

FIG. 20A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 21A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 22A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 23A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 23B is a schematic view of a wiring diagram for of the electricallymotorized vehicle.

FIG. 23C is a flow chart for operation of the electrically motorizedvehicle.

FIG. 23D is an electrical schematic representative of a thermal modelfor the electrically motorized vehicle.

FIG. 23E is a thermal schematic for the electrically motorized vehicle.

FIG. 24A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 24B is an algorithm for operation of the electrically motorizedvehicle.

FIG. 25A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 25B is an algorithm for operation of the electrically motorizedvehicle.

FIG. 26A is a perspective view of a test cell for the electricallymotorized vehicle.

FIG. 27A is a schematic view of a server for the electrically motorizedvehicle.

FIG. 28A is a schematic view of a server for the electrically motorizedvehicle.

FIG. 29A is a schematic view of a server for the electrically motorizedvehicle.

FIG. 30A is a schematic view of a server for the electrically motorizedvehicle.

DETAILED DESCRIPTION

FIG. 1A schematically illustrates an electrically motorized wheel 100 toconvert a non-motorized vehicle, such as a bicycle, into a motorizedvehicle, by installation of the electrically motorized wheel onto thevehicle. Disclosure that is not specifically limited to bicycles shouldbe understood to apply to other wheeled vehicles except where contextprecludes such application. It should be further understood thatalthough particular systems are separately defined, each or any of thesystems can be otherwise combined or separated via hardware and/orsoftware.

While many of the components, modules, systems, sub-systems, uses,methods and applications disclosed herein are described in connectionwith embodiments of an electrically motorized wheel, or a device of anelectrically motorized wheel, it should be understood that many of thedescriptions herein in connection with an electrically motorized wheelare exemplary and that many of the inventive concepts may be appliedmore generally (that is not necessarily in connection with a wheel),such as to electrically motorized vehicles generally, electricallymotorized bikes, electric bikes, e-bikes, pedelec bikes, electric assistbikes, scooters, battery powered vehicles, wheelchairs, and othervehicles that are powered by mechanisms other than an electricallymotorized wheel or device thereof. For example, inventive conceptsrelating to data collection by or control of an electrically motorizedwheel (including involving an associated user device like a smart phone)may apply in the context of another vehicle, such as an electricallymotorized or hybrid vehicle, or to a sub-system or component thereof,such as a battery management system, any energy storage and deliverysystem, any drive system, or the like. Similarly, inventive conceptsbeing described in connection to an electrically motorized wheel, ordevice thereof, as a platform having various interfaces, includingaccessory interfaces for connection to and interfacing with a wide rangeof other devices and systems, may in many cases apply to other vehicles,or components or sub-systems thereof, that do not use an electricallymotorized wheel. Further, concepts relating to mechanical and thermalstructures may apply more generally, such as to components of othervehicles, to motor systems, and the like. Further, skilled artisans willappreciate, where applicable, that embodiments described herein inconnection with the mounting to or otherwise containment on a wheel ordevice of a wheel may be applied to a vehicle in other spatialarrangements or configurations outside of or off (either partially orwholly), a wheel or device on/of a wheel. Except where otherwiseindicated, the disclosure herein is not intended to be limited to anelectrically motorized wheel, and various other such embodiments asdisclosed throughout this disclosure are intended to be encompassed, aslimited only by the claims.

The electrically motorized wheel 100 can include a tire 102, a wheel rim104, a plurality of spokes 108, and a motorized wheel hub 110.References in this disclosure to a device of an electrically motorizedwheel should be understood to encompass any of these elements, as wellas components or sub-systems of any of them, except where contextindicates otherwise. Also, references throughout this disclosure to theelectrically motorized wheel 100 should be understood to encompass anysuch devices of the wheel, components, or sub-systems, except wherecontext indicates otherwise. For example, a reference to a use of anelectrically motorized wheel 100 (such as for data collection, as aplatform for connection of accessories, or the like) and/or a referenceto an input, operational state, control parameter, or the like of anelectrically motorized wheel 100 should be understood to include andapply to uses, inputs, operational states, control parameters, and thelike of a device, component of sub-system of the wheel (e.g., using orcontrolling the motorized wheel hub 110 or some other sub-system insidethe hub 110), whether or not the entire set of components is present(e.g., spokes, rim, tire, etc.) in a particular embodiment. Thedescriptions and corresponding figures are intended to be illustrativeonly and are in no way to limit the type of vehicles, or the specificdetails of how a user input is transmitted to and interpreted by theelectrically motorized wheel 100.

The motorized wheel hub 110 can include a hub shell assembly 111 thatcompletely encloses components and systems to power the wheel 100,including inducing or resisting movements such as rotation, of the rim104, spokes 108 and tire 102. The enclosed components and systems mayinclude various modules, components, and sub-systems and may be referredto as a modular systems package. That is, the modular systems packagedescribes the various elements that are contained within the hub shellassembly 111. In embodiments, the wheel rim 104 is connected to theself-contained motorized wheel hub 110 via a plurality of spokes 108that are under tension. Further, although this embodiment has specificillustrated components in a bicycle embodiment, the embodiments of thisdisclosure are not limited to those particular combinations and it ispossible to use some of the components or features from any of theembodiments in combination with features or components from any of theother embodiments.

In embodiments, each of the plurality of spokes 108 that connect thewheel rim 104 to the motorized wheel hub 110 may have a first end and asecond end that extend at an angle to each other, and an intermediateattachment portion 112 formed such that the first and second ends extendat an acute angle with respect to each other such that the first andsecond ends attach to the wheel rim 104. In one example the acute angleof the plurality of wheel spokes ranges between about 20 degrees andabout 60 degrees and may more specifically be formed at about 40degrees.

FIGS. 1B-1C illustrate embodiments in which the attachment portion 112may fit into an attachment pocket 114 in the surface of the motorizedwheel hub 110 to secure the motorized wheel hub 110 to the attachmentportions 112 of the plurality of spokes 108. The attachment pocket 114may have a shape to receive and secure a curved or angled attachmentportion 112. The internal portion of the attachment pocket 114 extendsslightly closer to the wheel rim 104 in a radial direction to form a lip120. As the spoke 108 is tightened, it pulls attachment portion 112radially toward electrically motorized wheel rim. This causes theattachment portion to slide along the lip 120 and into the pocket 114.The attachment portion 112 becomes trapped in the attachment pocket 114thereby securing the spoke attachment portion 112 to the motorized wheelhub 110.

With reference to FIGS. 1D and 1E, the attachment portion 112 is securedat least partially under an overhang 116 in the surface of the motorizedwheel hub 110 to thereby secure the motorized wheel hub 110 between theattachment portions 112 of the plurality of spokes 108. The overhang 116may be shaped to receive and secure under compression the attachmentportion 112 of the respective wheel spoke 108. The attachment portion112 may also be directionally oriented such that the attachment portion112 is inserted at a particular angle then rotated to be locked into thepocket 114. The attachment portion 112 thereby remains secured withinthe attachment pocket 114 even if the proper tension no longer remainson the spoke 108.

With reference to FIGS. 1F-1H alternative embodiments of connectionsbetween the wheel rim 104 and the motorized wheel hub 110 areschematically illustrated. The spokes 108 may have first ends, referredto as the rim ends 113, that extend from the wheel rim 104, and thesecond ends that attach to the motorized hub 110, being an attachmentportion 112 a, 112 b, 112 c. The attachment portions 112 a, 112 b, 112 cmay be shaped in the form of a ‘T’ (FIG. 1F), ‘J’ (FIG. 1G), ‘L’,rounded, or otherwise enlarged head shape (FIG. 1H), relative to thediameter of a neck 115 of the spoke.

The attachment portions 112 a, 112 b, 112 c fit into an attachmentpocket 114 in the surface of the motorized wheel hub 110 wherein theattachment pocket 114 has the complementary shape to receive therespective attachment portions, to thereby secure the motorized wheelhub 110 to the plurality of spokes 108. The internal portion of eachattachment pocket 114 extends toward the wheel rim 104 in a radialdirection, to thereby form a lip 120. The lip 120 and the attachmentpocket 114 trap and secure the respective attachment portions 112 a, 112b, 112 c in the attachment pocket 114 as the plurality of spokes 108,under tension, are pulled toward the wheel rim 104.

With reference to FIG. 1I, other embodiments of an attachment portion112 of the spoke being seated in a respective pocket 114. The attachmentportion 112 a is received into the “T-shaped” attachment pocket114—generally downward into the plane of the page. After fitting intothe pocket 114, the spoke is tightened and the neck 115 is pulled towardthe rim (indicated schematically by arrow “A”.) This results in theattachment portion being seated within the deepest portion of pocket114.

Illustrative Clauses

In some implementations, angled spokes may include attachment portionswith a non-circular cross-section for improved retention as described inthe following clauses and illustrated in FIGS. 1J-1L.

1. A spoke for a wheel, comprising:

a first end, a second end, and an attachment section therebetween, thefirst end and the second end extend at an acute angle with respect toeach other, the attachment section including a non-circular portion incross-section.

2. The spoke as recited in clause 1, wherein the non-circular portionincludes a flat section.

3. The spoke as recited in clause 1, wherein the non-circular portionincludes a triangular section.

4. The spoke as recited in clause 1, wherein the non-circular portionincludes a wedge section.

5. The spoke as recited in clause 1, wherein the non-circular portionincludes a flat section that defines a plane that does not contain thefirst end and the second end.

6. The spoke as recited in clause 1, wherein the acute angle of theplurality of wheel spokes ranges between about 20 degrees and about 60degrees.

7. The spoke as recited in clause 1, wherein the acute angle of theplurality of wheel spokes is about 40 degrees.

8. A wheel comprising:

a wheel rim;

a wheel hub having a first and second side; and

a plurality of wheel spokes connecting the wheel rim to the wheel hub,each of the plurality of wheel spokes has a first end, a second end, andan attachment section therebetween, the ends extend at an acute anglewith respect to each other and attach to the rim, the attachment sectionattached to an attachment pocket in the wheel hub, the attachmentsection including a non-circular portion in cross-section.

9. The wheel as recited in clause 8, wherein the non-circular portion isreceivable within the attachment pocket along a first direction, and islocked within the attachment pocket in response to a movement differentthan the first direction.

10. The wheel as recited in clause 9, wherein the movement differentthan the first direction includes a second direction different than thefirst direction.

11. The wheel as recited in clause 9, wherein the movement differentthan the first direction includes a rotation.

12. The wheel as recited in clause 9, wherein at least one side of thewheel hub has at least one attachment pocket shaped to retain and securethe attachment section of one wheel spoke.

13. The wheel as recited in clause 9, wherein the attachment pocket hasa shape that is one of: a curved shape, an angled shape.

14. The wheel as recited in clause 9, wherein the acute angle of theplurality of wheel spokes ranges between about 20 degrees and about 60degrees.

15. The wheel as recited in clause 9, wherein the acute angle of theplurality of wheel spokes is about 40 degrees.

16. The wheel as recited in clause 9, wherein the wheel is anelectrically motorized wheel to convert a non-motorized wheeled vehicleto an electrically motorized wheeled vehicle.

17. A method of assembling a spoked wheel comprising:

inserting an attachment section of a wheel spoke into an attachmentpocket in a wheel hub, the spoke including a first end, a second end,and the attachment section therebetween, the ends extend at an acuteangle with respect to each other; and

rotating the wheel spoke to lock the attachment section into theattachment pocket.

18. The method of clause 17, further comprising securing the ends ofeach of the multiple of spokes to a rim.

19. The method of clause 17, wherein the attachment section includes anon-circular portion in cross-section.

In other embodiments, angled spokes such as those described previouslyin regards to FIGS. 1B-1C, may include attachment portions 112 d with anon-circular cross-section 132 (FIG. 1J). The non-circular cross-section132 may be manufactured by swaging, punching, or otherwise deforming theattachment portion 112 d. The segments of the spokes 108 outside of theattachment portion 112 may have a circular cross-section, or may beshaped in any other suitable manner (e.g., with an aerodynamic crosssection).

With reference to FIGS. 1K and 1L, the spokes 108 may be inserted into arespective attachment pocket 114 then rotated until the attachmentportions 112 d are retained beneath lips 120. The attachment pocket 114may be sized to a depth that permits insertion of the attachment portion112 d substantially transverse to the surface of the motorized wheel hub110 and the lips 120 may be arranged to correspond with a firstcross-sectional diameter 118 of the attachment portions 112 d that isreduced to a second cross-sectional diameter 117 smaller than the firstcross-sectional diameter 118 with generally flat sections therebeweenthat defines a plane that does not contain the first end and the secondend of the spokes 108. That is, the attachment portions 112 d may form agenerally pointed triangular, wedge, or other generally pointed shape incross-section that facilitates insertion, rotation, then engagementwithin the pocket 114.

For example, the attachment pocket 114 may be racetrack shaped, curved,angled or of another shape to permit insertion of the attachment portion112 d, for example, substantially transverse to the surface of themotorized wheel hub 110 (shown in phantom in FIG. 1L) and subsequentrotation. The spokes 108 may then be rotated (e.g., about an axissubstantially perpendicular to the axis of rotation of the motorizedwheel hub 110; shown solid in FIG. 1L) into their respective finalposition such that the first and second ends of the spokes 108 can thenbe attached to the wheel rim 104.

In another example, the first or second end of each of the spokes 108may be inserted into attachment pockets 114 such that the attachmentportions 112 d are not initially within the attachment pockets 114. Thespokes 108 may then be fed or otherwise threaded through the respectiveattachment pockets 114 until the attachment portions 112 d are retainedunder lips 120. In these processes, the final position of the spokes 108may depend on the interface with the rim 104. Each attachment portion112 d may be deformed such that its widest cross section is wider thanthe aperture of attachment pocket 114 once rotated to the installedposition. If the attachment portions 112 d are widest in the plane oftheir respective spoke 108, the spokes 108 are readily retained withinthe attachment pockets 114 in a direction transverse to the motorizedwheel hub 110, even should spoke tension be reduced. For example, undernormal use conditions, the tension of the portion of the plurality ofspokes 108 immediately adjacent to the ground will be lower than that ofthe remainder of the spokes due to the compressive force from the weightof the vehicle. Certain actions, such as driving the electricallymotorized wheel 100 over a bump, will further reduce that lowered spoketension. The attachment portions 112 d described above facilitate thephysical integrity and security of the electrically motorized wheel 100while in motion even if the tension of the spokes 108 is not wellmaintained.

The plurality of spokes 108 may include a first set of spokes and asecond set of spokes. The attachment sections of the first set of spokes108 connect to a first side of the motorized wheel hub 110 and theattachment sections of the second set of spokes 108 connect to thesurface of a second side of the motorized wheel hub 110. The ends of theplurality of spokes 108 of the first set may be interleaved with theends of the plurality of spokes 108 of the second set and theinterleaved sets alternately connected around an inner circumference ofthe wheel rim 104 such that the spokes are interlaced, i.e., wovenaround each other.

In embodiments, the motorized wheel hub 110 is connected to the wheelrim 104 via a mesh material.

In embodiments, the motorized wheel hub 110 is connected to the wheelrim 104 via a disk, or other solid structure.

In embodiments, the wheel rim 104 and motorized wheel hub 110 canalternately be connected according to conventional straight wheelspoking parameters.

With reference to FIG. 2A, the motorized wheel hub 110 can include amodular systems package 202 packaged within a hub shell assembly 111(FIG. 1A) to enclose elements of the electrically motorized wheel 100.As such, the modular systems package 202 may be completely containedwithin the hub shell assembly 111 and protected from externalenvironmental conditions. In embodiments, components of the modularsystems package may include sub-assemblies, sub-systems, components,modules and the like that may be adapted to be removed and replaced,while other sub-systems, components and modules remain in place. Forexample, interfaces between the various elements may be adapted tofacilitate ease of connection and disconnection of the elements duringassembly of the modular systems package 202 or in the field. Theseinterfaces may include various conventional electrical, mechanical anddata connectors, ports, adaptors, gateways, buses, conduits, cables, andthe like. References in this disclosure to the components of the modularsystems package 202 should be understood to include any of thereferenced items, except where context indicates otherwise.

In embodiments, a coating material may be applied to the modular systemspackage 202 and/or its components to protect against environmentalconditions, such as moisture, dust, dirt and debris that may penetratethe hub shell assembly 111. The coating material may conform to the hubshell assembly and/or to individual components to encase or otherwisecoat the coated components. The coating material may also protect theinternal components from impact.

The modular system package 202 may include a motor 204, a motor controlsystem 208, an electrical storage system, such as a battery system 210,a mechanical drive system 212, a control system 214, and accessory port218, which may include a hardware interface 232, such as a port (e.g., aUSB port) to provide support for an accessory device, such as providingelectrical power and/or a data connection to the accessory device. Theaccessory port 218 may be in communication with the battery system 210to receive power and be in communication with the control system 214.The accessory port 218 may include a short-range wireless communicationssystem 220, a telecommunications system 222, a global positioning system224, an interface for a removable data storage device 228 (such as a USBstorage device), and/or other components.

The mechanical drive system 212 may include a pulley, chain, drive shaftor other interface to transmit a transmit an input by a user such as arotational or linear force. It should be understood that variousinterfaces may be provided. If the electrically motorized wheeledvehicle is a bicycle, it may also include a wheel hub gear system 234,or sprocket, connected to the motor 204.

The control system 214 may include one or more processing systems suchas micro-processors, CPUs, application specific integrated circuits,field programmable gate arrays, computers (including operating system,CPU, storage and other components, possibly include a hypervisor orother component for virtualization of functions. The processing systemsmay be configured to communicate with and control the motor controlsystem 208 and the battery system 210, as described in detail elsewhereherein, such as to implement various operational modes, features and thelike. The control system 214, may be referred to in some cases as acomputing system or as a control system, may further be configured toprovide and manage various communications and networking functionscommunicate with and control the telecommunications system 222, theshort-range wireless communications system 220, the global positioningsystem 224, the removable data storage device 228, various networkingsystems (e.g., cellular, satellite and internet protocol-based networks)and others.

The telecommunications system 222 and the global positioning system 224may include a global positioning system (GPS) unit 224 or other locationpositioning technologies (e.g., using triangulation by cellular towerlocations, accessing a database of locations of installed devices, suchas wireless access points or infrastructure elements 252 (e.g., callboxes and traffic lights), or the like) that provide location and timedata. The telecommunications system 222 can provide access to mobile,cellular, Wi-Fi data networks and others. In embodiments, thetelecommunications system 222 includes a general packet radio service(GPRS) unit or other wireless technology that can provide access to 2G,3G, LTE and other cellular communications systems or other modes ofwireless communications. In embodiments, the telecommunications system222 and the global positioning system 224 may be integrated within thecontrol system 214.

The control system 214 may include processing capabilities for handlingthe collection of data from various sources, such as sensors, externaldata sources, external systems (e.g., traffic, weather, and othersystems that provide data about the environment of the user and systemsthat provide data about other wheels, such as fleet management or otheraggregate-based information), user input to user interfaces, and others.Processing data may include receiving, translating, transforming,storing, extracting, loading, and otherwise performing operations on thedata. Processing may include performing computations and calculations,executing algorithms based on inputs, and providing results, such as toother processing elements of the wheel, to users, to external systems,and the like. Processing may include modules for handling storagesystems that are local to the wheel or that are remote, such as cloudstorage or storage on a mobile device. Processing may also includehandling various interfaces, including managing data and electricalinterfaces, such as interfaces with a user interface on the wheel, auser interface of a device, such as a mobile device, that is used tocontrol the wheel, interfaces to storage systems, interfaces todatabases, and interfaces to external systems. The interfaces mayinclude application-programming interfaces, including ones that enablemachine-to-machine connections to external systems, to control devices,and to other wheels.

The battery system 210 can include one or more rechargeable batteries,one or more bulk capacitors (optionally including one or moresuper-capacitors), and/or a combination thereof. The battery system 210can be configured as a single, removable contoured battery 1016. Thebattery system 210 may have, or be associated with, a battery managementsystem 254, which may be part of, or in data communication with, thecontrol system 214, to collect data related to the operating state ofthe battery system 210 (e.g., temperature, state of charge, voltagelevels, current levels and the like) and to enable management of thewheel, including operating modes of the battery system 210. The batterysystem 210 may be configured as multiple, removable battery assemblies,which can be controlled from individual battery management systems, or acentral battery management system. It should be understood that thebattery system 210 may be of various forms such as fuel cells,capacitors, etc.

The accessory port 218 may include various hardware interfaces 232, suchas ports that support devices that use such protocols as USB, USB 2.0,Thunderbolt, Dicom, PCI Express, NVMe, NFC, Bluetooth, Wi-Fi, etc.Software, firmware, or the like may be handled by the control system 214to enable communication according to such protocols. A plurality ofaccessory ports 218 may, for example, accommodate a respective pluralityof sensors. In various embodiments the sensors may be in direct dataand/or electrical communication with the control system 214 or may beconnected through a facility such as a gateway (such as enabled by amobile device), network interface, switch, router, or othercommunications network facility. That is, sensors may be local to thewheel 100, vehicle or may be remote sensors in data communication withthe wheel, such as associated with a mobile device that is used tocontrol the wheel or an entirely external system.

The plurality of sensors may include environmental sensors 246 that areoperable to measure environmental attributes such as temperature,humidity, wind speed and direction, barometric pressure, elevation, airquality (including particulate levels and levels of specific pollutants,among others), the presence of chemicals, molecules, compounds, and thelike (such as carbon dioxide, nitrogen, ozone, oxygen, sulfur andothers), radiation levels, noise levels, signal levels (e.g., GPS signalstrength, wireless network signal levels, radio frequency signals, andthe like), and many others. Sensors may thus sense various physical,chemical, electrical, and other parameters.

The plurality of sensors may also include sensors operable to measurevarious properties and parameters related to the wheel and elements ofthe wheel, such as wheel rotation velocity, angular momentum, speed anddirection (forward and backward), acceleration, sensors to measure forceapplied to mechanical components and structures of the vehicle (such ashandles, pedals, the frame, the handlebars, the fork, the seat), such asto sense forces, weight, strain, stress, sources and direction of force,increases and reductions in force, and others.

In embodiments, forces are sensed with respect to user input, such asthe strength and direction of pedaling or braking by a bicycle user,using a hand brake or throttle on various kinds of vehicle, pushing oneor more ring handles of a wheelchair, pushing on handles of awheelbarrow, pulling on a handle of a wagon, or the like. For example, atorque sensor 238 may sense torque such as from pedaling input by abicycle user or rotation of a ring handle by a wheelchair user, datafrom which may be related to the control system 214, which may controlthe motor control system 208 of the wheel, such as moving the wheelfaster as the user pedals faster. The plurality of sensors can includesensors for sensing fields and signals, such as radio frequency (RF),RADAR, SONAR, IR, Bluetooth, RFID, cellular, Wi-Fi, electrical fields,magnetic fields, and others. For example, such sensors can providefunctions to a vehicle that is provided with a sensor-enabled wheel 100,such as RADAR detection, communications detection, proximity detection,object detection, collision detection, detection of humans or animals,and others. The accessory port 218 may also support supplementalhardware such as one or more accessory devices to include but not belimited to a gyroscope, lighting systems (including headlights,taillights, brake lights, and the like), audio systems (e.g., withspeakers), supplemental memory systems, USB-based accessories (e.g.,charging systems for mobile devices), security or anti-theft devices,and many others.

With reference to FIG. 2B, a schematic of embodiments of the motorizedvehicle, in embodiments, includes elements of the motorized wheel hub110 enclosed in the hub shell assembly 111. In operation, a userprovides an input force delivered to a physical interface of themechanical drive system 212 (such as a pedal, handle, or the like). In abicycle type vehicle environment, a pedal and chain or belt drive themechanical drive system 212. Other embodiments are described inconnection with FIGS. 6-8.

The sensor system may include a force sensor 238, such as a torquesensor, that senses a force, such as the torque applied by the user tothe mechanical drive system 212 for subsequent communication to thecontrol system 214. As described later, this torque or other force maybe sensed in other connected structures. The control system 214 may beor include a microprocessor, CPU, general computing device, or any otherdevice that is capable of executing instructions on a computer readablemedium.

The control system 214 may also receive data from other sources, such asan accelerometer, an orientation sensor 244 and/or other such sensors,either directly (such as through a direct connection to a sensor), orthrough a network connection or gateway, an API, or through an accessoryport 218 (such as enabling access to the sensors of accessories,peripherals or external systems that connect to the wheel through theaccessory port 218). Based on the calculation of, for example, sensedtorque, acceleration, motion, orientation, etc., the control system 214determines if power should be applied to a motor 204 through a motorcontrol system 208 to cause acceleration or deceleration of the wheelrim 104. Deceleration may be effectuated by application of power to themotor to generate a rotational force opposite that of the currentrotation, or by reducing the level of rotational force in the samedirection, such as in cases where the effects of gravity, friction, windresistance, or the like are enough to induce deceleration on the vehiclein the absence of continued levels of rotational force.

The control system 214 may include one or more accessory devices,peripherals, or external systems in communication therewith. Suchaccessory devices may include, various sensors, such as environmentalsensors 246, and other sensors 247 which may sense various physicalparameters of the environment, in connection with the description ofsupplemental hardware 248 and infrastructure elements 252. The controlsystem 214 may process data collected and received from the varioussources and channels described throughout this disclosure, such as fromthe environmental sensors 246, other sensors 247, external devices, amobile device, a supplemental hardware device 248, one or more APIs forexternal systems 250, through various networking channels, such as fromservers, distributed storage systems, and the cloud, from force sensors,from user interface elements on the wheel, etc. The control system 214may store data, such as in local memory associated with the CPU of thecontrol system 214, a separate data storage system, a removable datastorage device 228, a server-based data storage system, and acloud-based storage system. The control system 214 may communicate thedata as required to the motor controller, and to the various othersystems with respect to which it is in data communication as noted above(e.g., the accessories, sensors, peripherals, servers, storage systems,mobile devices and the like). In embodiments, and as described in moredetail below, this may include communication of messages to the userthrough tactile input, such as a vibration, resistance, or the like,delivered to the user via the mechanical drive system 212. Data mayinclude location data, such as from a GPS unit 224.

The motorized wheel hub 110 may also communicate wirelessly with otherelements outside of the hub shell assembly 111 via a communicationsystem such as a telecommunication system 222, a wireless LAN system223, and/or a short-range wireless system 1221 (FIG. 12B) that, forexample, may be a Bluetooth system, an RFID system, an IR system, or thelike. Also, other transceivers 226 may be used to communicate with anyelements outside of hub shell assembly 111. Communications may beundertaken using various networking protocols (e.g., IP, TCP/IP, and thelike), by application programming interfaces, by machine-to-machineinterfaces, and the like.

The telecommunication system 222 may be a cellular mobile communicationtransceiver, which can communicate with mobile devices, servers, orother processing devices that communicate via a cellular network.

The wireless LAN transceiver 223 can communicate with various hosts,servers and other processing equipment through the Internet, such as toservers and cloud computing resources, such as when the motorized wheelhub 110 is within a wireless LAN area, such as near an access point,switch, router, base station, Wi-Fi hot spot, or the like. This mayfacilitate the upload and download of data, such as new software orfirmware to any of the modular components to update the variouscapabilities of the wheel.

The short-range wireless system 1221 may facilitate communication of themotorized wheel hub 110 either directly to an external system, a server,a cloud resource, or the like, or may facilitate communication via amobile device 230 not mounted to the motorized wheel hub 110, which mayserve as a gateway or bridge for communications between the motorizedwheel hub 110 and such external systems, servers, cloud resources, orthe like. The mobile device 230 may comprise any element or systemexternal to the motorized wheel hub 110 that can include a datacommunication interface to the motorized wheel hub 110, such as a smartmobile device, tablet, wireless appliance or the like. The mobile device230 may include an application, menu, user interface, or the like thatis adapted to control the wheel, or one or more functions or features ofthe wheel, such as displaying data from the wheel, data from sensors, orthe like, selecting modes of control or operation of the wheel,providing navigation and other instructions in connection with use ofthe wheel, and many other capabilities described in more detailthroughout this disclosure.

With reference to FIG. 3, the electrically motorized wheel 100 may beconfigured and/or controlled via the mobile device 230 which may includea microprocessor 302 a low battery light 304, a display 308 which mayinclude a touchscreen, a physical button 310, a short-range wirelesscommunications system 312 such as wireless USB, Bluetooth, IEEE 802.11and others, and a connection status light 314, a telecommunicationssystem unit 318 such as a general packet radio service (GPRS) unit thatcan provide access to 2G and 3G cellular communications systems or othertypes of 2G, 3G and 4G telecommunications systems, an audio speaker 320,an warning light 322 and others.

The mobile device 230 is operable to wirelessly communicate with theelectrically motorized wheel 100, such as via the short-range wirelesscommunications systems 312, 220. The mobile device 230 may be operableto access, receive and display various types of data collected bysensors such as delivered through the accessory port 218 of theelectrically motorized wheel 100 or by other data collectioncapabilities described herein, and in embodiments may be used toconfigure the data collection processes. For example, the mobile device230 can be utilized to remotely configure the control system 214 andsensor systems of the electrically motorized wheel 100 to collectvarious types of data, such as environmental, location and wheel statusdata.

The mobile device 230 can also be utilized as an authentication key tounlock at least one feature of the wheel. For instance, as an owner ofthe wheel, the mobile device can be authenticated with the ownercertificate of the wheel, which would enable that owner to modify wheelsettings. Mobile devices owned by non-owners can be used to unlock thesame, or different features of the wheel. That is, a non-owner may berestricted from certain features.

The mobile device 230 can also be utilized to select and/or controloperational modes of the electrically motorized wheel 100. For example,a user can remotely configure the electrically motorized wheel 100 viathe mobile device 230 to operate according to one of a multiple ofpredefined modes. Alternatively, or in addition thereto, the mobiledevice 230 may be utilized as an interface to set or modify operationalparameters of a control algorithm during operation of the electricallymotorized wheel 100, thereby creating “new,” e.g., user tailoredoperational modes.

The mobile device 230 may also be configured to download new operationalmodes, applications and behaviors to control the electrically motorizedwheel 100. The mobile device 230 may also be configured as a gameconsole for gaming applications, provide a display for data updates fromthe electrically motorized wheel 100, operate as an interface to a fleetmanagement system, and others.

In embodiments the electrically motorized wheel may have a sensor systemto sense applied force, vehicle movement, and other data. Sensors mayinclude ones for sensing torque applied to electrically motorized wheel,sensors for measuring wheel rotation velocity, speed and direction(forward or backward), sensors to measure force applied to vehiclehandles, sensors on wheel fork to sense source/direction of forcereduction, and others. The detected forces and torque may be used tomanage energy generation, capture, storage and delivery based on forcesand torque detected. User input may be applied to the electricallymotorized wheel using pedals on a bicycle or tricycle or a ring handleor push handle for a wheelchair.

With reference to FIG. 4A, a torque sensor system 238 for anelectrically motorized wheel 100 is constructed and arranged to measurea user torque applied to electrically motorized wheel hub gear system234. In embodiments, the torque sensor system 238 is constructed andarranged to measure a rotational velocity of electrically motorizedwheel hub gear system 234. The torque sensor system 238 includes aninner sleeve secured to electrically motorized wheel hub gear systemsuch as via welding such that the inner sleeve 240 rotates with theelectrically motorized wheel hub gear system 234.

In embodiments, the torque sensor system 234 further includes aproximity sensor 244 on the inner or outer sleeve 240, 242 so that thelateral displacement LD between the inner and outer sleeve 240, 242 canbe measured.

In embodiments, an interaction between the inner sleeve 240 and theouter sleeve 242 results in a lateral displacement of the inner sleeve240 with respect to the outer sleeve 242 such that a torque applied by auser is obtained from the lateral displacement such as via a proximitysensor 244. In other embodiments, the torque sensor system 238 includesa displacement sensor with a spring/elastomer and a pressure sensorlocated on the outer sleeve 242.

In embodiments, the rotation of the inner sleeve 240 causes a ramp ofthe inner sleeve to ride up or down a ramp of the outer sleeve 242. Theinner and outer sleeves 240, 242 include opposing ramps 248 a, 248 b,which can affect a lateral displacement (“LD”) between the inner sleeve240 and the outer sleeve 242. For example, when a torque is applied toone of the inner sleeve 240 and outer sleeve 242, the inner sleeve 240can rotate R in a clockwise or counterclockwise direction with respectto the outer sleeve 242. The rotation R of the inner sleeve 240 causesthe ramp 248 a of the inner sleeve 240 to ride up or down the ramp 248 bof the outer sleeve 240. Accordingly, the rotation R of the inner sleeve240 can affect the lateral displacement LD between the inner sleeve 240and the outer sleeve 242. That is, as the ramp 248 a of the inner sleeve240 rides up the ramp 242 b of the outer sleeve 242, the lateraldisplacement LD between the inner and outer sleeves 240, 242 increases,and as the ramp 248 a of the inner sleeve 240 rides down the ramp 248 bof the outer sleeve 242, the lateral displacement LD between the innerand outer sleeves 240, 242 decreases.

In other embodiments a velocity sensor 250 includes a plurality ofmagnets provided in an alternating magnetic pole configuration on anouter surface of the inner sleeve 240 and a Hall Effect sensor. Inembodiments, the spring/elastomer mechanism being provided in acylindrical housing of the outer sleeve 242, and configured to provide agap region so that a notch of the inner sleeve 240 can be positioned inthe gap region.

The inner sleeve 240 can be provided with a notch 251 that can interfacewith a spring/elastomer mechanism 260 (FIG. 4D). The spring/elastomermechanism 260 applies a known force (i.e., by way of a known springconstant) on the inner sleeve 240 via the notch 251 of the inner sleeve240. Accordingly, a torque applied to one of the inner and outer sleeves240, 242 can be calculated from a combination of a measured lateraldisplacement LD and a known force applied to the notch of the innersleeve 240.

The torque sensor system 238 illustrated in FIG. 4B operates in asimilar manner as the torque sensor system 238 illustrated in FIG. 4A;however, the proximity sensor 244 of the torque sensor system 238illustrated in FIG. 4A is replaced with a displacement sensor 252 with aspring/elastomer 252 a and pressure sensor 252 b, or other technologiesfor measuring distance such as resistive, capacitive, or other types ofdistance measurement technologies.

With reference to FIG. 4C, a torque sensor system 238 can alternativelyor additionally include a velocity sensor system including one or moreHall Effect sensors and a plurality of magnets 258. In embodiments, themagnets 258 are provided in an alternating configuration on an outersurface of the inner sleeve 240, and spaced apart by a predetermineddistance dl. That is, the magnets 258 provided on the outer surface ofthe inner sleeve alternate magnetic poles (e.g., N-S-N-S-N-S). In thismanner, a velocity measurement can be calculated based using a varietyof methods such as, number of magnetic poles measured per unit time, ortime elapsed between magnetic poles, and other principles using atime-distance relationship.

With reference to FIG. 4D the spring/elastomer mechanism 260 of a torquesensor system 150 can include first and second springs/elastomers 262and pressure sensors 268. The first and springs/elastomers 262 areprovided in a cylindrical housing 270 of the outer sleeve 242, and areconfigured to provide a gap region 264 so that the notch 251 of theinner sleeve 240 can provided in the gap region 264. As described above,the spring/elastomer mechanism 260 can apply a known force (i.e., by wayof a known spring constant) on the inner sleeve 240 via the notch 251.

The electrically motorized wheel 100 described above in connection withFIGS. 1A, 2A and 2B may be used to assist in powering a variety ofhuman-powered wheeled vehicles such as bicycles, tricycles, wagons,trailers, wheel barrows, push carts (e.g., medical carts, carts used infood preparation, food service and others, delivery carts, carts use tomove goods around warehouses and industrial facilities, etc.), cartsused in moving (e.g., to move furniture, pianos, appliances, and largeitems), riding toys, wheeled stretchers, rolling furniture, wheeledappliances, wheelchairs, strollers, baby carriages, shopping carts andothers.

In embodiments, such as for bicycles and tricycles, the electricallymotorized wheel 100 may be readily installed by a customer forconverting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel. In these embodimentsthe electrically motorized wheel 100 may be attached to a vehicle usingthe existing attachment mechanisms. Embodiments may include a hardwaredeveloper kit for adapting the electrically motorized wheel 100 to thehardware environment of a specific non-electric vehicle such as awheelchair, wheelbarrow, wagon and others.

The hardware developer kit facilitates attachment of sensor/peripheraldevices to an open serial port of the electrically motorized wheel 100.This data can then be transmitted to the mobile device and subsequentlyto the server for access by the API. Since the API is accessible,developers may take readings from the sensor/peripheral devices tothereby expand the sensing/functionality/features of the electricallymotorized wheel 100. Power for the sensor/peripheral devices may betheir own power source or supplied by the electrically motorized wheel100 either through a power connection internal to the electricallymotorized wheel 100 or though the power port that permits power to flowin either direction—in from a charger or out to an external device ifdesired.

The electrically motorized wheel 100 may be used to provide additionalmotive force and braking to various types of otherwise human onlypowered vehicles. Thus, an entire vehicle may be sold as an integratedproduct, including an appropriately designed electrically motorizedwheel 100.

With reference to FIG. 5 the electrically motorized wheel 100 may bepurchased and serviced at a traditional brick and mortar store 402 suchas a bicycle store, a hardware store, a store specializing in thevehicle to which electrically motorized wheel 100 is attached andothers, or by electronic commerce. Thus, an electrically motorized wheel100 may be provided as an individual element that can be attached to anygeneric vehicle, or it may be adapted for use with a wheel of aparticular vehicle. For example, many bicycles have unique designfeatures, colors, branding elements, or the like that can be matched, orcomplemented, by providing a electrically motorized wheel 100 that hasappropriately related aesthetic features.

In embodiments, additional hardware and software accessories,applications, and other features may be purchased either at traditionalbrick and mortar stores 402, online stores 404, mobile app stores, andothers. For example, a electrically motorized wheel 100 may be providedwith a unique identifier, such as a serial number stored in memory,which can be used as an identifier of the electrically motorized wheel100, the user, or the vehicle on which the electrically motorized wheel100 is installed, for purposes of various applications, includingnavigation applications, applications measuring exercise, trafficreporting applications, pollution-sensing applications, and others. Suchapplications may be provided, for example, on a mobile device thatpresents user interface elements that include, or that are derived from,data inputs from electrically motorized wheel.

In embodiments, data from the electrically motorized wheel may beuploaded to one or more application data servers 408 on the server 410via a wireless telecommunications system 318 in the motorized wheel hub110. The communication may include a relatively short-range wirelesssystem 1221 to transmit the data to the mobile device 230 and thencefrom the mobile device 230 to the server 410 via the wirelesstelecommunications system 318. Data may alternatively or additionally bephysically transferred from the electrically motorized wheel 100 to alocal computer 412 via the removable storage device 228 and from thelocal computer 412 to the one or more application data servers 408.

In embodiments, standard interfaces may be provided for both thesoftware and hardware systems. An accessory port 218 (FIG. 2B) maysupport standard protocols such as USB, USB 2.0, Thunderbolt, Dicom, PCIExpress and others. These interfaces may facilitate the support ofaccessory devices and peripherals such as environmental sensors,gyroscopes, supplemental memory and others by providing power to operatethe accessory device and an interface for data transfer between theaccessory device and data storage in the motorized wheel hub 110.

In embodiments, data exchange may occur using a short-range wirelesssystem 1221 such as wireless USB, Bluetooth, IEEE 802.11 and others.Data exchange may alternatively or additionally be performed overlong-range wireless or telecommunications system 222 such as 2G, 3G, and4G networks.

In embodiments an API and/or software development kit facilitates accessto data storage and transfer of data over a wireless network to acomputer on a network, integration of sensor data with other datacollected simultaneously, use of processing and reporting functions ofthe sensor-enabled wheel (e.g., reporting energy used, charge status,miles traveled, data from environmental sensors, user-entered data, orother data), and others.

In embodiments, the API and/or software development kit facilitatessoftware and/or hardware access to the motor control system 208 of theelectrically motorized wheel 100 such as when power is applied toelectrically motorized wheel, when resistance is applied to electricallymotorized wheel, energy regeneration, power management, access to thesensor data collected, and others.

In embodiments, the electrically motorized wheel 100 may be purchasedthrough a variety of channels including online, specialty bicycle shops,and others. Further, online stores 404 may provide for purchase of“applications” or “behaviors” that leverage the hardware and softwareAPIs to provide unique user experiences. These behaviors may bepurchased online and downloaded to the electrically motorized wheel 100through a short-range wireless connection 220 or via a standard hardwareinterface such as a cable that plugs into an appropriate port.Applications may include gaming, fleet management, rental management,environmental sensing and management, fitness, traffic management,navigation and mapping, social interface, health management, and others.

Many vehicles, either individually or those within a common fleet, mayemploy the electrically motorized wheel. As the vehicles are movingaround various locations, the electrically motorized wheel may beutilized to sample the environment. The data collected can thus beutilized to provide a spatial and temporal indication of variousparameters that are sampled.

In one example, current temperature data is sampled over the areacovered by the vehicles at the location of each of the vehicles. As thevehicles move from location to location, a collection of such data is arepresentation at different locations over time. This may be expanded tonumerous parameters sampled by numerous vehicles over time to monitormulti-dimensional phenomena to facilitate the generation of models thatcontain multivariate data, and other scientific uses such as forpredicting future environmental conditions.

In another example, data may be collected and processed to profile theuser. That is, as the vehicles move from location to location, acollection of data is generated to indicate how specific users operatethe vehicle. Such data may facilitate generation of a feedback loop thatmay be utilized to improve infrastructure development, (e.g., trafficlights and municipal networks). The data may also be utilized toindicate to the user, for example, more efficient operations of thevehicle, e.g., recommended mode utilization.

The data may also be utilized to interact with a transportation to alertother vehicles such as smart cars to the presence of the vehicle withthe electrically motorized wheel 100 as well as alert the user of theelectrically motorized wheel 100 to the presence of the other vehicles.

The electrically motorized wheel 100 may additionally support aplurality of sensors that collect and process attributes related to thevehicle and the electrically motorized wheel 100 itself such as forceapplied, torque applied, velocity, “steadiness” of the vehicle,acceleration of the vehicle, usage of vehicle including time, distance,and terrain travelled, motorized assistance provided, available batterypower, motor temperature, etc.

The electrically motorized wheel 100 may also include a data collectionplatform for integrating and analyzing the data collected by theplurality of sensors. In embodiments, the collected data may beintegrated with data from a plurality of other electrically motorizedwheels 100 as well as data from 3^(rd) party sources such as trafficdata systems, geographical information systems (GIS) databases, trafficcameras, road sensors, air quality monitoring systems, emergencyresponse systems, mapping systems, aerial mapping data, satellitesystems, weather systems, and many others.

This combined data may then be integrated and analyzed onboard theelectrically motorized wheel 100, off board the electrically motorizedwheel 100, or a combination thereof. Such combined data leverages thesensor data collected by the plurality of vehicles traversing arelatively large geographic area and correlates the terrain traversed totime. This readily facilitates determination of a variety of insights asthe plurality of electrically motorized wheels 100 essentially operateas distributed sensor network to provide sensor data for aggregation andinterpretation. For example, the plurality of wheels, or a specificsubset thereof, may be viewed in the aggregate to determine the bestbicycling routes through a city, to promote the collective health ofusers (such as by routing away from areas with low air quality), and thelike.

In embodiments, the telecommunications system and the global positionalsystem may transmit data and/or communicate with infrastructure, othervehicles, or non-infrastructure entities in the surrounding environment.This data transfer or communication can alert the vehicles of apotential collision, cause traffic lights to switch, etc.

The data collected from the plurality of electrically motorized wheels100 and viewed in the aggregate may facilitate the generation ofdetailed analyses and maps 406. The maps 406 may be utilized to depict,for example, environmental phenomena that vary over space and time. Thisdata can be overlaid on existing street patterns, land use maps,topographical maps, population density maps and open space maps creatinglayered maps which may be accessed through mobile devices or a webpageand which provide an overview of environmental conditions in real time,as well as historical data detailing past conditions or predictions offuture conditions.

These layered maps may be used as a tool with which cities, businesses,and/or individuals may, for example, monitor environmental conditions;facilitate determination of future environmental and traffic policydecisions such as the planning of new roads and paths; planning ofcommercial real-estate development; positioning of new cell towers andnetwork repeaters; real time traffic analysis; the study of phenomenalike urban heat islands; emergency preparedness; noise and environmentalpollution; and when planning the least polluted routes through cities.

For example, data collected relative to wind speed and direction may beused to understand airflow through a city and used to map the impact ofa dirty bomb and how it might disperse through a city. Data collectedrelative to signal strength and traffic patterns may be utilized tofacilitate wireless companies in decisions regarding the placement ofnew cell towers. Temperature data collected over time may lead to thecreation of urban gardens to ameliorate urban heat islands. Data relatedto global position and elevation may be used to provide ground truth forexisting maps. Data related to traffic patterns may be used in planningof new commercial locations and store layouts. For example, bar graphs407 may be overlaid onto a street map 406 to indicate high trafficareas, slow commute areas, high pollutant conditions, etc.

Aggregated data may also be used to facilitate improved real-timenavigation, adjust real-time traffic patterns, divert bicycle traffic toother areas of the city, etc.

In embodiments, a multi-user game system permits users of vehicleshaving one or more electrically motorized wheels 100 to exchange datasuch as location, distance, torque applied, effort expended, distancetravelled, total change in elevation, calories burned, heart rateelevation, environmental data collected and others.

In one example, a remote racing game may leverage the control systems ofthe individual electrically motorized wheels 100 and the localenvironmental data to modify the electrically motorized wheel 100behavior in conjunction with the local terrain in such a way thatplayers in different locations experienced a common effort of attemptingto bicycle up a hill while riding across terrain that varied amongplayers based on location. In embodiments the ability to modify theelectrically motorized wheel 100 behaviors might be used to handicapusers of difference skill levels.

Embodiments may include achievements, which may be unlocked after userssurpass certain thresholds. For instance, a user could get a medal afterriding 1000 miles. Achievements may include other distance thresholds,calorie thresholds, number of trips, number of cities, number offriends, power generated, and others.

Embodiments may include a system for targeting commercial opportunitiesto users wherein the offer is partially based on the location of theelectrically motorized wheel 100. Embodiments may include a variant ongeo-caching where the users visit specified geographic locations. Thedata collection system would be collecting data location and time andusers would be able to compare locations visited and when.

In embodiments, profiling a user of the electrically motorized wheel mayinclude assessing a user's current physical capabilities and monitoringthe user's physical capabilities over time to facilitate identificationof trends. Data collected may include torque applied, distance traversedover time, stability of electrically motorized wheel 100 and others. Itshould be understood that various sensors including heart rate sensorsmay be utilized to profile a user operating the electrically motorizedwheel.

Analysis may be performed to sense changes in mobility patterns such asfrequency, force applied, distance travelled, steadiness, times of daysystem accessed and others. Small changes in these measurements may beused to sense long-term, slowly developing diseases, such as Parkinson'ssyndrome, which are typically difficult to sense because the change inuser capabilities is gradual over an extended period of time. This datamay be provided directly from this system into an electronic medicalrecord, EMR, or associated with an individual's healthcare data. Thedata may be aggregated with data from a plurality of other electricallymotorized wheels 100 to provide data sets for public health analysis.

An example, data gathered from the electrically motorized wheel thatfacilitates physical therapy is the direct power the person's legs canoutput as compared to conventional sensors which may only measure stepstaken and heart rate. The data gathered from the electrically motorizedwheel may thereby be utilized to detect how the person's leg muscles arechanging over time because torque is directly detected through thetorque sensor.

In embodiments techniques such as collaborative filtering may be used tosort through different options, then suggest to one user options used byother users that are determined to be most similar to that user.Statistical techniques for sensing similarity may be performed, based oncorrelations, e.g., based on matrices of the “distances” between userswith respect to various defined attributes that can be measured orderived based on the data collected by electrically motorized wheel orentered by the user. Thus, users who are similar to each other may bepresented with similar applications, user interfaces, drive modes,navigation options, and others. For example, two users who regularlyride similar routes may be utilized to identify that one route issubstantially faster given similar exertion/less hilly/fewerstops/intersections, etc. Such route comparison may be utilized tosuggest a different route to the user of the slower route

In an embodiment, data may be collected from a fleet of vehicles such asdelivery vehicles, messenger services and others. Data collected may beanalyzed and synthesized to facilitate a dispatcher in optimizingroutes, schedules, estimating deliver times and others based on userfitness levels, terrain covered during current excursion includingmileage, elevation change, level of assistance already provided,remaining battery life, current location, and terrain along proposedroutes and others.

Data aggregated from public or private fleets may be analyzed todetermine when bicycles need to be taken in for service, where bikeracks should be located, where charging stations should be located, howmany bicycles are in service at any given time, and other usefulscenarios.

In embodiments, the electrically motorized wheel 100 may be installed onstore shopping carts. The electrically motorized wheel 100 mayassistance shopper shoppers needing additional assistance, forspecialized large, heavier carts such as those adapted for shopping withchildren, as the cart increases in weight, and others. The datacollected may include aisles traversed, time spent in which aisles,where along the aisle vehicle stop, and other such data. This data maybe used to map the traffic flow through a store to facilitate planningfor product placement, improved store layout and others.

In embodiments, the hardware API may facilitate hardware plug-ins tofurther modify the performance of the vehicle on which the electricallymotorized wheel 100 is mounted. That is, the hardware plug-ins mayinclude options, upgrades or other selectable accessory devices thateach particular user may select and readily install, i.e., “plug-in” totheir electrically motorized wheel 100.

In embodiments, the hardware plug-in may be a gyroscopic sensor thatplugs into an electrically motorized wheel 100 on a bicycle tofacilitate the performance of “wheelies” or other tricks. The gyroscopicsensor may be used to determine the orientation of electricallymotorized wheeled vehicle. Several gyroscopic sensors may be used todetermine the orientation of the vehicle in several dimensions. If theseare monitored over a period of time, the stability of the vehicle may bedetermined.

Data from the hardware interface may be processed by the mobile device230 (FIG. 3), and/or transmitted via the mobile device 230 to a serverfor processing. Data from the hardware interface may alternatively oradditionally communicate directly from the electrically motorized wheelto a server using long-range wireless or telecommunications system suchas 2G, 3G, and 4G networks. Further, the processed data may becommunicated back to the electrically motorized wheeled vehicle to forma feedback loop to facilitate operation of the electrically motorizedwheeled vehicle, each vehicle within a fleet, and/or other electricallymotorized wheeled vehicles that may benefit from the collected data.

The accessory port 218 may support one or more sensors that are operableto measure environmental attributes such as temperature, humidity, windspeed and direction, barometric pressure, elevation, air quality, thepresence of chemicals such as carbon dioxide, nitrogen, ozone, sulfurand others, radiation levels, noise levels, GPS signal strength,wireless network signal levels and others. The data collected by thesensors may be stored locally on the electrically motorized wheel ortransmitted wirelessly to a remote system such as a network computer.Data stored locally on the electrically motorized wheel may later betransmitted wirelessly or otherwise transferred from the electricallymotorized wheel to one or more application data servers 408. The datacollected by the sensors may be stored in conjunction with additionalcontextual data such as the date and time data was collected, the GPSlocation associated with particular data, other data collected at thesame time, date, location and others.

In embodiments the electrically motorized wheel 100 may be equipped witha system to alert users of objects in close proximity, thus enhancinguser safety. In embodiments, the system may utilize the accessory port218 to support a proximity sensor such as an optical sensor, anelectromagnetic proximity-sensing detector, or the like. The proximitysensors facilitate detection of objects that approach the vehicle onwhich the electrically motorized wheel 100 is mounted, such as frombehind or from the side, then display data or warnings on the mobiledevice 230.

The proximity of an object which is detected by the proximity sensor maybe used to trigger automated actions as well, including decreasingspeed, electronic braking, increasing speed, or triggering actions toconnected peripheral devices, such as headlights, blinkers, hazardlights, personal electronic devices, bells, alarms, protectiveequipment, and others.

Proximity sensors may be mounted within the motorized wheel hub 110adjacent to a window that allows an optical beam, an electromagneticbeam, or such transmission to pass through a static portion of the hubshell assembly 111. Alternatively, RADAR, SONAR or other beams may passdirectly through the hub shell assembly 111.

The proximity sensors may communicate with the mobile device 230 toprovide an alert to the user when an object is detected within a certainthreshold distance. This alert may be conveyed using one or more ofaudible, visible, and tactile methods. This alert may be incorporatedinto the electrically motorized wheel 100 such as by shaking the vehicleor communicated to another device mounted elsewhere on the vehicle suchas the mobile device 230, a GPS unit, a smart mobile device, tablet orthe like. The proximity data may be transmitted using short-rangewireless technologies such as wireless USB, Bluetooth, IEEE 802.11 andothers.

With reference to FIG. 6A, another disclosed embodiment of anelectrically motorized wheel is illustrated herein as a wheelchair 600retrofitted with at least two electrically motorized wheels 620 that aredaisy chained one to another. Although this embodiment has specificillustrated components in a wheelchair embodiment, the embodiments ofthis disclosure are not limited to those particular combinations and itis possible to use some of the components or features from any of theembodiments in combination with features or components from any of theother embodiments.

The electrically motorized wheel 620 includes a multiple of motorizedwheel hubs 610 comparable to those described above but theseelectrically motorized wheels 620 are daisy changed together. “Daisychained,” as described herein, indicates operation of the plurality ofelectrically motorized wheel 620 in concert, serial, parallel or othercoordination. That is, the multiple of motorized wheel hubs 610 maycommunicate one to another in a “daisy chain” or other distributedinterparty communication, and/or may be individually controlled directlybut with regard to others.

A plurality of electrically motorized wheels 620 may be daisy changedtogether via a daisy chain protocol operable on the control system 214.The daisy chain protocol may be software resident on the control system214 or may be effectuated via a hardware device that plugs into each ofthe plurality of electrically motorized wheels 620 to coordinateoperation of the plurality of electrically motorized wheels and therebyfacilitate operation of the vehicle. For example, should a user input becommunicated to one electrically motorized wheel 620 the otherelectrically motorized wheel 620 daisy chained thereto may rotate in anopposite direction to perform a pivot-in-place of the vehicle to whichthe daisy chained wheels are installed. It should be understood thatalthough a wheelchair is illustrated, various other vehicles may utilizedaisy chained electrically motorized wheels.

For example, power can be shared between daisy chained wheels through awired interconnection. Adjustments may be performed locally on eachwheel but may be compensated appropriately and smoothly in another daisychained wheel. Alternatively, adjustments could also be made inparallel.

For example, wheels may be daisy chained by different firmware and acable that ties all the CAN interfaces together. The firmware could haveone of the wheels be a central controller communicating with all theother wheels. Alternatively, control could be distributed, each wheeldetermining its own command but in-part based on the commands of theother wheels. It is also possible to add an external controller thatperforms coordination of the wheel command. For example, a plug may beconnected to an accessory port in each of the wheels to be daisychained.

Power may flow either in or out of the power port. The direction of flowis based upon what is connected, e.g., a charger will push current in,and a load will draw current out. The battery management system controlswhen the power port is open. For example, the power port opens when itdetects a charge or when directed by the main wheel electronics, whichthereby permits an external device to be powered. For example, a ridermay connect an external device that needs power, and use an app tocommand the power port to turn on.

With reference to FIG. 6B, one or more forces are applied (f_(a)) toelectrically motorized wheeled vehicle that pass through the rigid bodyto a axles 608 upon which the electrically motorized wheels 620 aremounted. The forces provided to the vehicle (f_(a)) should be absorbedinto the translational motion of the vehicle and the rotational motionof the electrically motorized wheel 620.

For force analyses purposes, the electrically motorized wheelchair 600is assumed to be a rigid body. The force of earth (f_(e)) presents anequal and opposite reactionary force where the tire 602 meets theground. This reactionary force is exerted onto electrically motorizedwheel tangentially at a distance R equal to the radius of theelectrically motorized wheel 620 from the axle 608 causing a rotationalapplied torque (T_(a)) on electrically motorized wheel in a forwardrotational direction equal to T_(a)=f_(e)R. There is a frictional force(f_(f)) exerted between the axle 608 and bearings 618 that resistsmotion. (This represents the frictional force for all wheels on thevehicle.) The frictional force (f_(f)) at the bearings 618 causes africtional torque of t_(f)=f_(f)r resisting rotation. This torque(t_(f)) can be replaced by an equivalent torque of a force (F_(f))applied at a radius R. Therefore, F_(f)=−f_(f)(r/R). Electricallymotorized wheels rotate when the force provided by the user f_(a)exceeds the frictional, gravitational (incline) forces, and aerodynamicforces, which are often negligible at wheel chair speeds.

The rolling force F_(r) resisting rotation of the tire 602 is small andmay be ignored for these calculations, (as are other small forces).

F_(i) is the amount of force required to push the vehicle up an inclinedangle q.

The excess force over and above those described above, is expressed inacceleration of the vehicle, a. The force causing acceleration of thevehicle is described by the mass of the vehicle multiplied by theacceleration of the vehicle.

F _(acc) =ma.

Therefore, the total force applied to the vehicle fa is used to overcomethe force of friction F_(f), the force required to rolling of the tiresF_(r), the force to move up an incline F_(i) and the force foracceleration F_(acc).

f _(a) =F _(f) +F _(r) +F _(i) +F _(acc)

f _(a) =F _(f) +F _(r)+tan(q)/mg+ma

(where q is the angle of incline.)

Since the force required to roll the tires is assumed negligible, thisterm drops out.

f _(a) =−f _(t)(r/R)+tan(q)/mg+ma

When the applied force (f_(a)) exceeds the force of friction (F_(f)),the force of tire rotation (F_(r)) the force due to moving up an incline(F_(i)) it causes acceleration of the electrically motorized wheel 620in a forward direction. Therefore, by knowing the force of frictionf_(f) due to electrically motorized wheel bearings, the radius r of thebearings, the radius R of electrically motorized wheel, the mass m ofthe vehicle and sensing the angle of incline q and the acceleration a,one may approximate the user input force f_(a). This may then be used asan input to determine electric power to be provided to the electricmotor in embodiments. Therefore, sensors are required to measureacceleration, and incline of the vehicle. An estimate is required forthe frictional force and possibly the tire rolling force (to be moreexact). Weight (and therefore mass) could be an initial given parameter,or it can be a measured parameter.

The electrically motorized wheel 620 is accelerated when the user forcef_(a) is applied to the axle 608. This force is applied to the ends ofthe axle as the electrically motorized wheel is mounted between the endsof the axles. If the axle is accelerated in a forward direction, thetranslational inertia of electrically motorized wheel causeselectrically motorized wheel to resist a change in velocity, causing aforce on the axle between the ends opposite the direction ofacceleration. This may cause a slight flexing, bending or displacementof the axle 608 proportional to the force being exerted upon the axle608. Pressure may be measured between the axle and the electricallymotorized wheel 620 as an input. A forward acceleration on the ends ofthe axle 608 causes electrically motorized wheel to exert a rearwardforce of the middle of the axle 608 causing it to flex or bend slightlyto cause the spacing between the axle 608 and electrically motorizedwheel structures to change. Sensing these changes will assist themotorized wheel hub 610 in sensing that a user intends to moveelectrically motorized wheelchair 600 forward. This may be used inembodiments for sensing input force applied to the vehicle f_(a).Similarly, stopping the electrically motorized wheelchair 600 moving ata given speed causes the opposite forces on the axle 608 indicating thatthe user intends to slow or stop electrically motorized wheelchair 600.

The friction of the bearings (f_(f)) of a rotating wheel causes torsionof the axle 608. This torsion may be measured and used to signal thatthe user is trying to accelerate forward. A reduction in this torque, oran opposite torque sensed at the axle 608 would cause the indicationthat a moving wheelchair 600 should be slowed or stopped. If the forceon electrically motorized wheelchair 600 is sensed to be in a reversedirection and electrically motorized wheelchair 600 is moving in areverse direction (determined by sensors) then the motorized wheel hub610 determines that the user intends to accelerate in the reversedirection. Therefore, the force applied to the vehicle may bedetermined.

By monitoring various motion and acceleration parameters and theforces/torque applied, outside forces applied to the vehicle (bothpositive and negative) may be estimated. The estimated outside forcesare then used to power the electric motor in a direction in which thevehicle is moving or in a direction opposite the direction the vehicleis moving, causing a braking effect or acceleration in a reversedirection. In embodiments, the user may also operate the electricallymotorized wheelchair 600 by rotating the electrically motorized wheels.A ring handle 606 is attached to the motorized wheel hub 610. Typically,a user rotates ring handle 606 to cause electrically motorizedwheelchair to move in one direction or rotates the ring handle 606 ofeach wheel in an opposite direction to cause the electrically motorizedwheelchair 600 to pivot. It should be understood that in this vehicleembodiment, the ring handle 606 is the user input and, in contrast to abicycle embodiment, is typically rotationally fixed rather than mountedvia a freewheel typical of a bicycle. That is, the ring handle 606 isthe mechanical drive system 612 for the electrically motorized wheel620. Further, the input includes both rotation of the ring handle 606 aswell as the wheelchair 600 being pushed, which is a linear input.

In embodiments, the torque sensors 638 are attached between theelectrically motorized wheel 620 and the ring handle 606 to measure theuser input such as a rotation, torque or other input. Since the ringhandle 606 does not freewheel, the user input may be related to anapplied torque. For example, a rim torque transceiver 640 transmits thesensed torque to the motorized wheel hub 610. The motorized wheel hub610 then determines which direction the user is attempting to move andassists in that direction. If the torque sensors 638 sense that the useris attempting to slow using the ring handle 606, the motorized wheel hub610 determines that a braking force is necessary.

By causing power to be provided urging the electrically motorized wheel620 to drive in a direction opposite that of the direction currentlymoving, a braking effect is effectuated. Various other types of vehiclesmay provide power in a manner similar to a wheelchair, such as varioustypes of push carts used in medical, food service, moving, warehouse andsimilar applications, various riding toys, and other applications wherewheeled devices or vehicles are pushed or pulled by human power.

With reference to FIGS. 7A and 7B, an example wheelbarrow 700 isretrofitted with an electrically motorized wheel 720. Although thisembodiment has specific illustrated components in for a wheelbarrow, theembodiments of this disclosure are not limited to those particularcombinations and it is possible to use some of the components orfeatures from any of the embodiments in combination with features orcomponents from any of the other embodiments.

The electrically motorized wheel 720 includes a multiple of motorizedwheel hubs 710 comparable to those described above but that are daisychanged together. That is, the plurality of electrically motorizedwheels 720 operate in concert. The motorized wheel hub 710 rotatesaround an axle 708 that is fixed relative to a handle 712 (FIG. 7C).

The electrically motorized wheelbarrow 700 may have comparablefunctionality to that described above with the exception that theattitude may be determined differently as the electrically motorizedwheelbarrow is typically designed to be tilted when in operation andlevel when not being used. Therefore, additional sensors may be used todetermine the tilt relative to the ground and the inclination of theground relative to a vertical line (representing direction of gravity).This can be done by measuring the distance from the front of the hub tothe ground and the back of the hub to the ground and sensing adifference in distance between these. The vertical line may bedetermined by various known means, such as using gravity. Together thesecan be used to determine the incline angle of a hill up whichelectrically motorized wheelbarrow is travelling.

In embodiments, an axle transceiver 715 is utilized to transmit datafrom the handle 712 via axle force sensors 714 in communication with thecontrol system 214. The handle 712 may alternatively include handlesensors 718 adjacent to the handles 712 to facilitate differentiatingwhether differential forces between the axle 708 and wheel hubs 710 isthe result of force applied to one or both handles 712, or, for example,a change in terrain elevation. Data sensed by handle sensors 718 may betransmitted via a handle transceiver 719 to the control system 214 whichmay then determine which direction the user is trying to move andassistance in that direction.

For example, were the electrically motorized wheelbarrow 700 be movingwhile the input from the axle force sensors 714 and the handle sensors718 are interpreted to be an attempt to slow the electrically motorizedwheelbarrow 700, the control system 214 may determine that a brakingforce is required. Power is then provided to the motorized wheel hub 710urging the motorized wheel hub 710 to drive in a direction opposite thedirection of movement to cause a braking effect. This braking effectwill facilitate stopping of the electrically motorized wheelbarrow 700.

With reference to FIG. 8, in embodiments, a wagon 800 has installedthereon one or more electrically motorized wheels 820 with a motorizedwheel hub 810 comparable to those described above. Although thisembodiment has specific illustrated components in a wagon embodiment,the embodiments of this disclosure are not limited to those particularcombinations and it is possible to use some of the components orfeatures from any of the embodiments in combination with features orcomponents from any of the other embodiments.

A user pulls a handle 812 of the wagon 800, which transmits the pullingforce to an undercarriage 809 of the wagon 800 to which the electricallymotorized wheels 820 are mounted.

Again, the wagon 800 is assumed to be a rigid body, such that thepulling force applied to the handle 812 is also applied through thewagon 800 and to axles 808. Each axle 808 and electrically motorizedwheel 820 mounted thereto interact in a manner comparable to that of theelectrically motorized wheelbarrow 700. As indicated, the determinationof the force being applied on the wagon is based upon one or more inputsprovided to the control system of the motorized hub.

In embodiments, a handle sensor 818 that measures magnitude, applieddirection and applied force at the juncture of the handle 812 and theundercarriage 809. A transceiver 819 coupled to the handle sensor 818transmits the force data to a control system 214 of the electricallymotorized wheel 820. Based on the received data, the control system 214operates to assist, for example, application of a positive force in thedirections of motion, a braking force applied opposite the direction ofmotion, and relative motion such as to facilitate turning.

Even though the electrically motorized wheel has been described inconnection with retrofitting a wagon, other vehicles such as a traileror other wheeled vehicle that are pulled may be retrofitted in acomparable manner.

With reference to FIGS. 9A-9J, embodiments of another electricallymotorized wheel 900 (FIGS. 9A-9B) generally include a static system 902(FIG. 9C), a rotating system 904 (FIG. 9D), a battery system 906 (FIG.9E), an electric motor 908 (FIG. 9F), a mechanical drive system 910(FIG. 9G), a sensor system 912 (FIG. 9H), a control system 914 (FIG.9H), a hub shell assembly 916 (FIG. 9I), a multiple of spokes 918, a rim920, a tire 922, a shaft 924, and a free hub torque assembly 926 (FIG.9G). It should be appreciated that, although particular systems andcomponents are separately defined, each, or any, may be otherwisecombined or separated via hardware and/or software except where contextindicates otherwise. Further, although this embodiment has specificillustrated components in a bicycle embodiment, the embodiments of thisdisclosure are not limited to those particular combinations and it ispossible to use some of the components or features from any of theembodiments in combination with features or components from any of theother embodiments.

The static system 902 and the rotating system 904 are arranged around anaxis of rotation A of the electrically motorized wheel 900, and thestatic system 902 is coupled to the non-motorized wheeled vehicle via atorque arm assembly that generally includes a torque arm 1100, a locknut 1130, and a support block 1140 (FIG. 11A) such that the staticsystem 902 is fixed to the vehicle frame. Alternatively,torque-transmitting features may be emplaced in the axle or otherinterface between the rotating system 904 and the static system 902. Theelectric motor 908 is selectively operable to rotate the rotating system904 relative to the static system 902 to drive the spokes 918, the rim920, and tire 922 thereof.

The mechanical drive system 910 is coupled to the rotational system 904to rotate the rotational system 904 in response to an input applied bythe user such as a pedaling input, ring handle of a wheelchair, pushingof a handle, pulling of a handle, etc. In one bicycle embodiment, themechanical drive system 910 may include a multiple of sprockets for amulti-speed wheel 900A (FIG. 9A, 9B, 10A), often referred to as a“cassette,” or a single sprocket for a single speed wheel 900B (FIG.10B) that receive a rotational input from a pedaling input via a chainor belt.

The electric motor 908 (FIG. 9F) may include a motor interface board1458, a magnetic ring rotor 913, and the stator 911 including motorwindings 1315 and a hub 1306.

The sensor system 912 (FIG. 9H) may be operable to identify parametersindicative of the rotational input, such that the control system 914 incommunication with a plurality of sensors is operable to continuouslycontrol the electric motor 908 in response to the input, such as thatinduced by a user pedaling. That is, the control system 914 is incommunication with the sensor system 912 to continuously control theelectric motor 908 even if the control momentarily results in no powerbeing exerted by the electric motor 908. The battery system 906 iselectrically connected to the control system 914 and the electric motor908.

In embodiments, the battery system 906, the electric motor 908, themechanical drive system 910, the sensor system 912, and the controlsystem 914, are enclosed with the hub shell assembly 916 (FIG. 9I). Thehub shell assembly 916 may thereby be readily installed into anon-motorized wheeled vehicle through, for example, installation ontothe spokes or rim of the electrically motorized wheel to provide anelectrically motorized wheeled vehicle. Alternatively, the hub shellassembly 916 with the enclosed battery system 906, electric motor 908,mechanical drive system 910, sensor system 912, and control system 914may be preinstalled on the electrically motorized wheel 900 to provide aself-contained device inclusive of the spokes 918, the rim 920, and thetire 922, such that an entire wheel of the vehicle is replaced by theelectrically motorized wheel 900. That is, all operable componentry ison the electrically motorized wheel 900 itself and is installed as aself-contained device that does not require further modification of thevehicle. Alternatively, other, relatively minor components may bemountable on the vehicle itself rather than on the electricallymotorized wheel 900 itself and still be considered a “self-contained”device as defined herein. For example a front wheel driven type vehiclemay have an external controller, external throttle, a torque sensor, aspeed sensor, a pedal sensor, and/or a pressure sensor mounted to thefork/trike/scooter/skateboard/back wheel etc., yet still communicate,such as in a wireless manner, with control system 914 and thus may stillbe considered a “self-contained” device as otherwise defined herein. Inone example, such off wheel components may be readily easily installedcomponents or sensors that are themselves self-contained.

With reference to FIG. 9I, the hub shell assembly 916, according toembodiments, generally includes a drive side shell 940, a non-drive sidering 942, a removable access door 944, and a user interface system 948.The hub shell assembly 916 is defined around the axis of rotation “A”defined by a shaft 924 (FIG. 9A).

In embodiments, the hub shell assembly 916 contains the battery system906 that, in turn, includes a Battery Management System (BMS) board 1454(FIG. 12B), a multiple of battery packs 962 (FIGS. 9A and 9E) enclosedin a contoured battery housing 961 generally arranged the axis “A” andthat is mounted to a battery mount plate 1220 (FIG. 12B). The contouredbattery housing 961 together with the multiple of enclosed battery packs962 may be referred to jointly herein as the contoured battery 1016. Thebattery system 906, in embodiments, may be rotationally stationary,however, the battery system 906 may, alternatively, rotate within thehub shell assembly 916. It should be understood that various shapedbattery packs, e.g., linear, arced, circular, cylindrical, “L,” “T,”etc., formed from two, three, four, or more battery clusters, may becombined or otherwise assembled to achieve a desired configuration. Theessentially scallop-shaped contoured battery 1016 is passable through acontoured inner periphery 954 of the non-drive side ring 942 withminimal effect upon other components.

The drive side shell 940 is a generally circular, lens-shaped chassisthat supports the mechanical drive system 910 (FIG. 9A). The mechanicaldrive system 910 may include a free hub torque assembly 926 and the freehub sensor. The convex contour of the drive side shell 940 may bedefined to specifically accommodate the mechanical drive system 910. Forexample, the multi-speed hub 940A may be relatively flatter, lessconvex, than the single speed hub 940B (FIGS. 10A, 10B).

Illustrative Clauses

In some implementations, a method of battery maintenance withoutdelacing the spokes may be facilitated as described in the followingclauses and illustrated by FIGS. 9E and 9I.

1. A method of battery maintenance for an electrically motorized wheel,the method comprising:

accessing a contoured battery within the electrically motorized wheelwhile each of a multiple of spokes of the electrically motorized wheelremains laced.

2. The method as recited in clause 1, further comprising:

accessing the contoured battery via a removable access door, theremovable access door removably attachable to a non-drive side ringmounted to a drive side shell.

3. The method as recited in clause 2, further comprising removing a userinterface panel cover plate mounted to the drive side shell prior toaccessing the contoured battery via the removable access door.

4. The method as recited in clause 3, further comprising:

accessing the contoured battery from around a user interface panelsubsequent to removal of the user interface panel cover plate.

5. The method as recited in clause 4, further comprising:

accessing the contoured battery without removal of a bearing mounted tothe user interface panel.

6. The method as recited in clause 1, further comprising:

accessing the contoured battery without disassembly of an electric motorand a control system therefor.

7. A hub casing assembly of an electrically motorized wheel, comprising:

a drive side casing defined about an axis;

a non-drive side ring mounted to the drive side casing, the non-driveside ring defines a non-circular contour; and a contoured batteryhousing that is passable through the non-circular contour of thenon-drive side ring.

8. The assembly as recited in clause 7, further comprising a removableaccess door removably attachable to the non-drive side ring.

9. The assembly as recited in clause 7, wherein the non-circular contourincludes a multiple of arcuate sections.

10. The assembly as recited in clause 7, wherein the non-circularcontour includes a multiple of scallops.

11. The assembly as recited in clause 7, wherein the contoured batteryhousing contains a multiple of batteries of a battery system.

12. The assembly as recited in clause 7, wherein at least one of themultiple of batteries includes a 2-battery cluster.

13. The assembly as recited in clause 7, wherein at least one of themultiple of batteries includes a 4-battery cluster.

14. The assembly as recited in clause 13, wherein the 4-battery clusteris arranged in an L-configuration.

15. The assembly as recited in clause 7, further comprising a userinterface panel cover plate mounted to the drive side shell, the userinterface panel cover plate removable prior to accessing the contouredbattery via the removable access door.

16. The assembly as recited in clause 15, wherein the contoured batteryis contoured to permit removal/replacement from around a user interfacepanel subsequent to removal of the user interface panel cover plate.

17. The assembly as recited in clause 13, further comprising a multipleof spokes mounted to the non-drive side ring and the drive side casingsuch that a removable access door is removable from the non-drive sidering without delacing any of the multiple of spokes.

18. A hub shell assembly for an electrically motorized wheel,comprising:

a drive side shell defined about an axis;

a non-drive side ring mounted to the drive side shell;

a removable access door removably attachable to the non-drive side ring;and

a multiple of spokes mounted to the non-drive side ring and the driveside casing such that a removable access door is removable from thenon-drive side ring without delacing any of the multiple of spokes

19. The assembly as recited in clause 18, further comprising a contouredbattery housing that is passable through the non-circular contour of thenon-drive side ring.

20. A method of maintenance for an electrically motorized wheel, themethod comprising:

accessing at least one component of the electrically motorized wheelwhile each of a multiple of spokes of the electrically motorized wheelremain laced, the at least one component located within a hub shellassembly of the electrically motorized wheel.

With continued reference to FIG. 9I, the non-drive side ring 942typically includes a multiple of spoke interfaces 952 such as arcuategrooves to receive the spokes 918. The non-drive side ring 942 is heldin contact with the drive side shell 940 via the tension of the spokes918, fasteners, or a combination thereof. A magnetic ring rotor 913 isfixed to, and rotates with, the drive side shell 940. A contoured innerperiphery 954 of the non-drive side ring 942 matches an outer contouredperiphery 958 of the removable access door 944 such that the removableaccess door 944 is readily removed without despoking or delacing toaccess the contoured battery 1016 that contains the multiple ofbatteries packs 962 and contoured battery housing 961 of the batterysystem 906 (FIG. 9E). Alternatively, or in addition, other componentsincluding the ones described herein may be accessed through theremovable access door 944 without despoking or delacing the wheel.

In one example, the contoured inner periphery 954 may be scallopedand/or the contoured battery 1016 may be formed of a multiple ofcircumferential segments (FIG. 9E) to facilitate removal. An innerperiphery 970 of the removable access door 944 may be circular toreceive the user interface system 948. As will be further described, theuser interface system 948 is rotationally static and may include, forexample, a power port, on/off switch, status lights, etc., that arereadily accessible to a user.

The contoured battery 1016 may be arranged circumferentially around themotor 204 and the control system 914 on a control system board 1410underlying the user interface system 948 (FIG. 9G). The contouredbattery 1016 may be mounted to the hub 1306 of the stator 911 such thatthere is no relative rotation between these components (FIG. 9G). In oneembodiment, the contoured battery 1016 may be readily removable from theelectrically motorized wheel 900 without extensively disassembling,despoking, or delacing. In this embodiment, battery removal may beaccomplished by: a) removing the user interface cover plate 1218 (FIG.12B) thereby uncovering the user interface panel 1200, b) unscrewing andremoving the removable access door 944 (FIG. 9I), c) disconnecting thecontoured battery 1016 from internal components, such as by unpluggingfrom the control system 1410, then d) unscrewing the battery mount plate1220 (FIG. 12B) from the contoured battery 1016 to remove the contouredbattery 1016 out from, and around, the internal electronic components,motor assembly, bearings, and/or other components which otherwise remainundisturbed. Alternatively, or in addition, one or more of the multipleof battery packs 962 (FIG. 9E) may be separately removed then replacedfrom the contoured battery housing 961 by disassembly thereof.

With reference to FIGS. 10A-10B, sectional views of two embodiments ofthe electrically motorized wheel are shown. FIG. 10A shows a multi-speedelectrically motorized wheel 900A having a mechanical drive system 910Awhich may include a multiple of sprockets. The multi-speed drive sideshell 940A may be relatively flatter, less convex, than the single speeddrive side shell 940B of a single speed wheel 900B. FIG. 10B shows asingle speed wheel 900B having a mechanical drive system 910B which mayinclude a single sprocket. The single speed drive side shell 940B may berelatively more convex than the multi-speed drive side shell 940A.

Illustrative Clauses

In some implementations, a torque arm and support block may facilitatethe transfer of torque to the frame of a vehicle as described in thefollowing clauses and illustrated by FIGS. 11A-11I.

1. A support block for a torque arm on a vehicle comprising:

a first indentation and a second indentation each having an openingadapted to accept a portion of a torque arm, the first indentation andthe second indentation each having a relief cut opposite the openinginto which a portion of a torque arm can fit.

2. The support block as recited in clause 1, wherein the firstindentation and the second indentation are each V-shaped.

3. The support block as recited in clause 2, wherein the relief cut islocated at the apex of the V-shape.

4. The support block as recited in clause 1, wherein the firstindentation and the second indentation are located through a sidewall ofthe block.

5. The support block as recited in clause 1, wherein the block has asubstantially circular cross section.

6. The support block as recited in clause 1, wherein the block includesan aperture to receive a shaft.

7. The support block as recited in clause 1, wherein the block includesa multiple of fastener apertures therethrough.

8. A torque arm assembly for a wheel of a vehicle, the torque armassembly comprising:

a block with a first indentation and a second indentation, the firstindentation including a relief cut and the second indentation includinga relief cut; and

a torque arm with a first hinge portion engageable with the firstindentation and extending partially into the relief cut on the firstindentation, and a second hinge portion engageable with the secondindentation and extending partially into the relief cut on the secondhinge portion.

9. The assembly as recited in clause 8, wherein the torque arm includesa non-circular opening.

10. The assembly as recited in clause 9, wherein the non-circularopening rotationally keys the torque arm to a shaft.

11. The assembly as recited in clause 10, wherein the non-circularopening permits the torque arm to pivot about a hinge that defines apivot for the torque arm such that an arm portion may interface with aframe member of the vehicle.

12. The assembly as recited in clause 11, wherein the arm portioninterfaces below a frame member to transfer torque to the frame memberof the vehicle.

13. The assembly as recited in clause 8, wherein the hinge portions aresubstantially V-shaped.

14. The assembly as recited in clause 13, wherein an apex of each of thetwo hinge portions interface with a respective relief cut to provide atwo line contacts for each of the respective first indentation and thesecond indentation.

15. The assembly as recited in clause 14, wherein an apex of each of thetwo hinge portions is arcuate.

16. The assembly as recited in clause 8, further comprising a clamp toretain the arm portion below a frame member.

17. The assembly as recited in clause 10, wherein the torque armcomprises a substantially semi-spherical surface comprising thenon-circular opening.

18. The assembly as recited in clause 17, further comprising a lock nutthat interfaces with the semi-spherical portion.

19. The assembly as recited in clause 18, wherein the lock nut includesa non-planar interface that interfaces with the semi-spherical portion.

20. The assembly as recited in clause 19, wherein the lock nut mounts tothe shaft to lock the torque arm at a desired angle to accommodate amultiple of vehicle frame arrangements.

With reference to FIG. 11A, a torque arm 1100 provides a substantiallyrigid mechanical connection between the stationary portion of the hubassembly and a frame member 1120 of the vehicle on which theelectrically motorized wheel is mounted, thereby maintaining thestationary portion in a fixed position relative to the frame of thevehicle. As various frames have various rear drop-outs (i.e., where theaxle interfaces the frame) an essentially universal interface isrequired to maintain the stationary portion of the hub in a fixedposition relative to the frame of the vehicle

With reference to FIGS. 11B-11C, the torque arm 1100 generally includesa ring portion 1102, an arm portion 1104, and a hinge portion 1108 (FIG.11B) that extends from the ring portion 1102. An inner periphery 1112(FIG. 11C) of the ring portion 1102, and an increased diameternon-circular shaft section, e.g., oval, polygonal or of another shapethat rotationally keys the torque arm 1100 to the shaft 924, yet permitsthe torque arm 1100 to pivot relative thereto. In one disclosednon-limiting embodiment, the hinge portions 1108 are generally V-shapedwith an arcuate apex 1109 (FIG. 11B) that extends from the ring portion1102 to interface with respective indentations 1114 in the support block1140 (FIGS. 11D-1-11D-2). The side of the ring portion 1102 on the sideopposed to the hinges 1108 may be a convex, conical, arcuate, orsemi-spherical surface 1115 (FIG. 11C) to interface with lock nut 1130(FIG. 11E).

Referring to FIGS. 11D-1-11D-2, the support block 1140 may be generallyannular and have a substantially circular cross-section 1143 to bereceived around the shaft 924. The support block 1140 may be secured tothe shaft 924 via a set of splines, with apertures 1141 to receivefasteners, or any other suitable attachment method. The removablesupport block 1140 facilitates replacement should the interface with thehinge portion 1108 wear over time. The support block 1140 may includetwo opposed indentations 1114 in the sidewall thereof. That is, theindentations 1114 are opposed on the support block 1140 on either sideof the circular cross-section 1143. In one embodiment, the indentations1114 are generally V-shaped with a relief cut 1122 at the apex of each.The relief cut 1122 in each of the indentations 1114 serves to defineline contacts 1123 as an interface for the respective hinge potions1108. The indentations 1114 increase the flexibility and fit to amultiple of vehicle frames (FIGS. 11G-11H).

The hinge portions 1108 extend to provide support for the torque arm1100 within the respective indentations 1114 such that the arcuate apex1109 of the hinge portion 1108 partially fits into the relief cut 1122.The relief cut 1122 permits the hinge portion 1108 of the torque arm1100 to be supported on the essentially two line contacts 1123 (FIGS.11D-1, 11G, 11I) as defined by each edge of each relief cut 1122 (FIGS.11G-11I).

A lock nut 1130 may include a non-planar surface 1132 (FIG. 11E) such asa concave, conical, arcuate, or semi-spherical surface to interface witha related convex, conical, arcuate, or semi-spherical surface 1115 (FIG.11C) on the torque arm 1100 to accommodate any angle of the torque arm1100 with respect to the shaft 924 to interface with the frame member1120 (FIG. 11A). That is, the non-planar surface 1132 and thesemi-spherical surface 1115 operate essentially as a ball joint suchthat the torque arm 1100 may be positioned at a desired angle toaccommodate a multiple of vehicle frame arrangements.

In one disclosed non-limiting embodiment (FIG. 11F), a support block1140 is operable to support the torque arm 1100. The support block 1140may be positioned behind the user interface cover plate 1218 and atleast partially through the user interface panel 1200. The userinterface cover plate 1218 may include apertures 1219 such that theindentations 1114 may be accessed to receive the hinge portions 1108 atleast partially therethrough. The user interface cover plate 1218 anduser interface panel 1200 may also be fastened to the support block 1140to ensure that the mating features for the torque arm 1100 and thesupport block 1140 remain stable and properly oriented relative to oneanother.

The hinge portion 1108 defines a pivot for the torque arm 1100. Thenon-planar surface 1132 and the semi-spherical surface 1115 accommodatesthe pivoting such that the arm portion 1104 may interface with a framemember 1120, and additionally, may be secured thereto via a clamp 1052(FIG. 11A). It should be understood that various clamps and otherinterfaces may be utilized to secure the arm to the frame member 1120 aswell as positional relationships that do not require a clamp such asthat which locates the arm portion 1104 to rotationally ground thestatic system to the frame member 1120.

The hinge portions 1108 further permits the design of other torqueresisting interfaces other than the illustrated torque arm 1100 designthat couples the non-rotating parts to a vehicle frame such as that of abike. For example, a manufacturing tester might have a completedifferently shaped reaction torque mount that utilizes the same matingfeatures.

Referring to FIGS. 11G-11I, various views of the torque arm 1100interface with the support block 1140 are shown. The torque arm 1100facilitates accommodation of different vehicle frames, is rotatable whenaligning the electrically motorized wheel to the vehicle frame duringinstall, then may be pivoted outwards (FIG. 11I) or inwards (FIG. 11G)with respect to the electrically motorized wheel, such that the torquearm 1100 may be positioned directly under the frame member 1120 ontowhich the electrically motorized wheel is installed. This facilitateseffective torque transfer and straightforward installation of theelectrically motorized wheel. Further, although this torque armembodiment has specific illustrated components in a bicycle embodiment,the embodiments of this disclosure are not limited to those particularcombinations and it is possible to use some of the components orfeatures from any of the embodiments in combination with features orcomponents from any of the other embodiments.

Illustrative Clauses

In some implementations, a user interface panel for interaction with amotorized wheel may be facilitated as described in the following clausesand illustrated by FIGS. 12A-12B. 1. A user interface for anelectrically motorized wheel with a hub shell assembly, the userinterface comprising:

a user interface cover plate for a user interface panel that providesfor operation of the electrically motorized wheel, the user interfacecover plate rotationally stationary relative to a rotatable portion ofthe hub shell assembly, the user interface cover plate including anantenna aperture for an antenna of a wireless system.

2. The user interface as recited in clause 1, wherein the hub shellassembly comprises:

a drive side shell defined about an axis;

a non-drive side ring mounted to the drive side shell; and

a removable access door removably attachable to the non-drive side ring,the user interface cover plate is generally circular and rotationallyfixed within the rotatable removable access door.

3. The user interface as recited in clause 1, further comprising aswitch aperture within the user interface cover plate for an on/offswitch mounted to the user interface panel to operate the electricallymotorized wheel.

4. The user interface as recited in clause 3, wherein the switchaperture is circular.

5. The user interface as recited in clause 3, wherein the switch is lowprofile. 6. The user interface as recited in clause 1, furthercomprising a port aperture within the user interface cover plate for aport mounted to the user interface panel to provide communication withthe electrically motorized wheel.

7. The user interface as recited in clause 1, further comprising a portaperture within the user interface cover plate for a power port tocharge the electrically motorized wheel, the power port mounted to theuser interface panel.

8. The user interface as recited in clause 7, further comprising aremovable cover mountable over the port aperture.

9. The user interface as recited in clause 7, further comprising anarrangement of status lights to at least partially surround the port.

10. The user interface as recited in clause 1, wherein the wirelesssystem is located behind and protected by the user interface coverplate.

11. The user interface as recited in clause 1, wherein the antenna ofthe wireless system is flush with the user interface cover plate.

12. The user interface as recited in clause 1, wherein the userinterface cover plate includes a central shaft aperture. 13. The userinterface as recited in clause 12, wherein the central shaft aperture isrectilinear.

14. A method of mounting an antenna to an electrically motorized wheelwith a hub shell assembly comprising:

locating an antenna aperture for an antenna of a wireless system in auser interface cover plate for a user interface panel that provides foroperation of the electrically motorized wheel, the wireless systemmounted to the user interface panel, the user interface cover plate andthe user interface panel rotationally stationary relative to a rotatableportion of the hub shell assembly.

15. The method of clause 14, further comprising mounting the antenna tobe flush with the user interface cover plate.

16. The method of clause 14, further comprising mounting the antenna tothe user interface panel behind and protected by the user interfacecover plate.

17. The method of clause 14, further comprising mounting the antenna tothe user interface panel to avoid formation of a Faraday cage.

18. A user interface for an electrically motorized wheel, the userinterface comprising:

a user interface cover plate for a user interface panel that providesfor operation of the electrically motorized wheel, the user interfacecover plate rotationally stationary relative to a rotatable portion of ahub shell assembly, the user interface cover plate including a portaperture within the user interface cover plate for communication accesswith the user interface panel of the electrically motorized wheel.

19. The user interface as recited in clause 18, wherein the userinterface cover plate is mounted to the user interface panel and theuser interface cover plate and user interface panel are generallycircular and form a stationary portion of a hub shell assembly.

20. The user interface as recited in clause 18, further comprising aswitch aperture within the user interface cover plate for an on/offswitch to operate the electrically motorized wheel.

21. The user interface as recited in clause 20, wherein the switchaperture is circular.

22. The user interface as recited in clause 21, wherein the switch islow profile.

23. The user interface as recited in clause 18, wherein the portprovides access to a power port to charge the electrically motorizedwheel, the power port mounted to the user interface panel.

24. The user interface as recited in clause 23, further comprising aremovable cover mountable over the port aperture.

25. A user interface for an electrically motorized wheel, the userinterface comprising:

a user interface cover plate for a user interface panel that providesfor operation of the electrically motorized wheel, the user interfacecover plate rotationally stationary relative to a rotatable portion ofthe hub shell assembly, the user interface cover plate including aswitch aperture within the user interface cover plate for an on/offswitch mounted to the user interface panel to operate the electricallymotorized wheel.

26. The user interface as recited in clause 25, wherein the userinterface cover plate is generally circular.

27. The user interface as recited in clause 25, wherein the switchaperture is circular.

28. The user interface as recited in clause 25, wherein the switch islow profile.

29. A hub for an electrically motorized wheel, the hub comprising:

-   -   a rotating element;    -   a stationary element mounted relative to the rotating element,        the stationary element configured to support a user interface;    -   a charge port mounted to the stationary element, the charge port        having an electrical connection to at least one component        located within the hub; and    -   a switch mounted to the stationary element.

With reference to FIG. 12A, the user interface system 948 includes auser interface panel covered by a user interface cover plate 1218 thatis located on the non-drive side of the wheel to remain clear of themechanical drive system, chain, sprocket, etc. that may be located onthe drive-side. This permits easy access for a user to interface withthe wheel as well as a rotationally stationary area to which the torquearm 1100 (FIG. 11A) may be located with respect to the frame of thevehicle. Although the example describes a drive and non-drive side ofthe wheel, this is intended to describe features such as the userinterface panel, charge port, switch and the like being located on astationary element of an electrically motorized wheel.

The user interface panel 1200 (FIG. 12B) may include a User Interfaceboard 1452, a power port 1202 such as a Rosenberger connection under aremovable cover 1203 in the user interface cover plate 1218, an on/offswitch 1208, an arrangement of battery power status lights 1210, and apower indicator light 1212. In one example, the arrangement of batterypower status lights 1210 is arcuate to at least partially surround theremovable cover 1203, and the power indicator light 1212 may be locatedadjacent to the on/off switch 1208. The battery power status lights 1210and the power indicator light 1212 are visible through respectivewindows 1214, 1216 in the user interface cover plate 1218. In thisexample, the on/off switch 1208 is generally flush with the userinterface cover plate 1218 to facilitate, for example minimalaerodynamic resistance. In other embodiments, the user interface panel1200 may include a display screen.

With reference to FIG. 12B, the user interface panel 1200 may alsoinclude a short-range wireless system 1221 and the user interface coverplate 1218 may include a corresponding aperture 1223 for the short-rangewireless system 1221. This configuration locates the short-rangewireless system 1221 flush with, rather than within, the user interfacecover plate 1218 of the hub shell assembly 916 (FIG. 9I). Such aconfiguration prevents the hub shell assembly and the user interfacecover plate 1218 from operating as a Faraday cage and therebypotentially interfering with the connection between the short-rangewireless system 1221 and the mobile device 230 (FIG. 2A).

The short-range wireless system 1221 may be located on the userinterface panel 1200 such that, when the electrically motorized wheel900 is installed, the short-range wireless system 1221 is shielded fromphysical damage or inadvertent user interaction. For example, theshort-range wireless system 1221 may be located at least partiallybehind, and thereby be protected by another element of the electricallymotorized wheel 900 or the frame of the vehicle to which theelectrically motorized wheel 900 is installed. Such a configuration mayalso obscure the short-range wireless system 1221 from direct view,thereby preserving the aesthetic design of the electrically motorizedwheel 900. It should be understood that various ports, hardwareinterfaces, and other user interfaces may alternatively or additionallybe provided.

The user interface system 948 may be mounted to a battery mount plate1220 (FIG. 12B) that supports the battery system 906 in a rotationallystatic manner. That is, the user interface system 948 is a portion ofthe static system (also referred to as a stationary element) 902 (FIG.9C) that is at least partially supported by the battery mount plate 1220about which the rotating system 904 (FIG. 9D) rotates.

Normal operations of the electrically motorized wheel may result in theheating of various components, including motor components, variouselectrical components, mechanical components, and energy storagecomponents. The generated heat may eventually affect performance of suchcomponents; impose stress as a result of thermal expansion andcontraction of materials; affect the stability or working lifetime ofcomponents; or the like. For example, semi-conductor components inprocessors can be sensitive to heat, batteries can be renderedinoperable, and motors can provide reduced output or be damaged whenoverheated.

Illustrative Clauses

In some implementations, passive thermal management may be facilitatedas described in the following clauses and illustrated by FIGS. 13A-13G.

1. A method of thermal management for an electrically motorized wheel,the method comprising:

defining a thermally conductive path from at least one component, saidat least one component becoming heated during operation of theelectrically motorized wheel,

providing the path with a thermally conductive material and furtherdefining the path such that the path contacts the at least onecomponent,

further defining the path such that the path contacts a hub shellassembly of the electrically motorized wheel thereby conducting heatfrom the at least one component to the hub shell assembly.

2. The method as recited in clause 1, further comprising arranging thehub shell assembly in proximity to the at least one component tofacilitate a short thermally conductive path therebetween.

3. The method as recited in clause 2, further comprising locating aplurality of fins on the hub shell assembly that extend from the hubshell assembly.

4. The method as recited in clause 1, further comprising defining thethermally conductive path from the at least one component to a shaft ofthe electrically motorized wheel.

5. The method as recited in clause 4, further comprising furtherdefining the thermally conductive path from the at least one componentthrough the shaft of the electrically motorized wheel to a frame of awheeled vehicle upon which the electrically motorized wheel isinstalled.

6. The method as recited in clause 1, further comprising defining thethermally conductive path through the hub shell assembly by selecting athickness of the hub shell assembly wherein the thickness is betweenabout 2-4 mm.

7. The method as recited in clause 1, further comprising defining thethermally conductive path through the hub shell assembly by selecting amaterial of the hub shell assembly from one of an aluminum, magnesium,steel and titanium alloy.

8. The method as recited in clause 1, further comprising defining thethermally conductive path through a plurality of fins of the hub shellassembly.

9. The method as recited in clause 8, further comprising agitatingairflow within the hub shell assembly with the plurality of fins.

10. The method as recited in clause 9, further comprising furtherdefining the thermally conductive path from the at least one componentthrough the shaft of the electrically motorized wheel to a frame of awheeled vehicle upon which the electrically motorized wheel isinstalled.

11. The method as recited in clause 1, wherein the hub shell assembly inproximity to the at least one component to facilitate a short thermallyconductive path therebetween.

12. The method as recited in clause 2, further comprising a plurality offins extending from the hub shell assembly.

13. A method of thermal management for an electrically motorized wheelhaving a hub shell assembly containing at least one component thatbecomes heated during operation of the electrically motorized wheel, themethod comprising:

agitating airflow within the hub shell assembly via a plurality of finsthat extend within the hub shell assembly; and

forming a thermal path from the at least one component that becomesheated during operation of the electrically motorized wheel to the hubshell assembly

14. The method as recited in clause 13, further comprising defining thethermal path through the hub shell assembly by selecting a thickness ofthe hub shell assembly wherein the thickness is between about 2-4 mm.

15. The method as recited in clause 13, further comprising defining thethermal path through the hub shell assembly by selecting a material ofthe hub shell assembly from one of an aluminum, magnesium, steel andtitanium alloy.

16. The method as recited in clause 13, further comprising defining thethermal path from the hub shell assembly to a shaft of the electricallymotorized wheel.

17. The method as recited in clause 16, further comprising defining thethermal path from the at least one component that becomes heated throughthe shaft of the electrically motorized wheel to a frame of anon-motorized wheeled vehicle upon which the electrically motorizedwheel is installed.

18. A hub shell assembly for an electrically motorized wheel,comprising:

a drive side shell defined about an axis;

a non-drive side ring mounted to the drive side shell; and

a removable access door removably attachable to the non-drive side ring,wherein at least one of the drive side shell, the non-drive side ringand the removable access door forms a portion of a thermal path definedfrom at least one component that becomes heated during operation of theelectrically motorized wheel.

19. The assembly as recited in clause 18, wherein at least one of thedrive side shell, the non-drive side ring and the removable access doorincludes at least one fin to agitate an airflow within the hub shellassembly.

20. The assembly as recited in clause 19, wherein at least one of thedrive side shell, the non-drive side ring and the removable access dooris about 2-4 mm thick.

21. The assembly as recited in clause 18, wherein at least one of thedrive side shell, the non-drive side ring and the removable access dooris manufactured of at least one of an aluminum, magnesium, or titaniumalloy.

22. The assembly as recited in clause 18, wherein at least one of thedrive side shell, the non-drive side ring and the removable access dooris manufactured of a material for heat transfer without air exchange.

23. A device of an electrically motorized wheel to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device to a wheel of the non-motorizedwheeled vehicle, the device comprising:

a static unit and a rotating unit around a rotor shaft that defines anaxis of rotation, the static unit coupled to the non-motorized wheeledvehicle;

an electric motor selectively operable to rotate the rotating unitrelative to the static unit;

a mechanical drive unit operable to rotate the rotational unit inresponse to a input from the user;

a sensing system adapted to identify parameters indicative of input; and

a control unit mounted to the electrically motorized wheel, the controlunit in communication with the sensing system to continuously controlthe electric motor in response to input; and

wherein at least one component of the electrically motorized wheelbecomes heated during operation of the electrically motorized wheel andthe at least one component is positioned on a conductive thermal pathfrom the at least one component to the shaft of the wheel.

24. The device as recited in clause 23, wherein the input is mechanical.

25. The device as recited in clause 23, wherein the input is electrical.

26. The device as recited in clause 23, wherein the electric motor is atleast partially enclosed in a hub shell assembly.

27. The device as recited in clause 26, wherein the hub shell assemblycomprises:

a drive side shell defined about an axis;

a non-drive side ring mounted to the drive side shell; and

a removable access door removably attachable to the non-drive side ring.

28. The device as recited in clause 27, wherein at least one of thedrive side shell, the non-drive side ring, and the removable access doorincludes at least one fin.

29. The device as recited in clause 27, wherein at least one of thedrive side shell, the non-drive side ring, and the removable access dooris manufactured of magnesium.

30. The device as recited in clause 27, wherein at least one of thedrive side shell, the non-drive side ring, and the removable access dooris between about 2-4 mm thick.

31. The device as recited in clause 27, further comprising defining thethermal path from the at least one component to a shaft of theelectrically motorized wheel.

32. A thermal management system for an electrically motorized wheel, thesystem comprising:

a thermally conductive path from at least one component, the at leastone component becoming heated during operation of the electricallymotorized wheel, wherein the path comprises thermally conductivematerial and contacts at least one component; and

a hub shell assembly of the electrically motorized wheel in contact withthe path.

With reference to FIGS. 13A and 13B, passive thermal management isperformed through the conduction of heat along a thermally conductivepath 1300 to the shaft 924, thence into and/or through the hub shellassembly 916 and/or into and through the vehicle frame to which theshaft 924 is mounted. Both the electric motor windings 1315 of thestator 911, and the main control board 1430 of the control system arerotationally static in embodiments.

Referring to FIG. 13B, in embodiments, the motor windings 1315 surrounda hub 1306 of the stator 911, while a heat generating electronic board,such as the main control board 1430 is mounted directly to the hub 1306.The control system thus utilizes a web 1307 of the stator 911 as a heatsink for the main control board 1430. A thermally conductive, yetelectronically insulated pad 1317 may also be utilized between the maincontrol board 1430 and the stator 911.

The thermally conductive path 1300 may be defined from the motorwindings 1315 to the hub 1306 and thence from the hub 1306 to the shaft924 on which the electrically motorized wheel 900 is mounted. Thethermally conductive path 1300 thereby extends into the vehicle frame towhich the shaft 924 is mounted as the stator 911 is mounted to the shaft924 that is attached to the frame of the vehicle. Some of the heat from,for example, the control board 1430 and the motor windings 1315, thusultimately flows through the stator 911 to the shaft 924, thence to theframe along the thermally conductive path 1300. The frame, such as thatof a bicycle or a wheelchair, thus operates as a heat sink ofsignificant volume.

To further facilitate thermal dispersion, the hub 1306 may bemanufactured of a thermally conductive material such as Aluminum, Steel,and other pure metals or alloys.

With reference to FIGS. 13C-1-13C-2, the hub shell assembly 916 may forma portion of the thermally conductive path 1300. To still furtherfacilitate thermal dispersion, a drive side shell 940 may include amultiple of convection elements 1322. The removable access door 944 mayalternatively or additionally include convection elements 1322 (FIG.13C-2). The convection elements 1322 may be fins of various thermallyradiative shapes that are located, for example, on the interior surfaceof the drive side shell 940, and/or the interior surface of theremovable access door 944 to maximize airflow such as within and/oralong gaps through which air may inherently flow. The convectionelements 1322 may be otherwise positioned to facilitate a direction ofairflow and/or furthers locate the hub shell assembly 916 in proximityto the heat generating component to facilitate a short thermallyconductive path 1300 therebetween. That is, the convection elements 1322may guide free stream airflow as well as that airflow which is generatedfrom the rotation of the rotating hub shell assembly 916.

The drive side shell 940, removable access door 944, and/or other shellcomponents of the hub shell assembly 916 may also be involved in heatexchange with the environment surrounding the electrically motorizedwheel 900. The hub shell assembly 916 may be manufactured of arelatively thin (e.g., about 2-4 mm thick), lightweight material such asaluminum, magnesium, titanium, or another alloy for heat transferwithout air exchange. For example, thermal energy from heat-generatingcomponents such as the motor windings 1315 and/or the control board 1430may be transferred to the hub shell assembly 916 without following theconductive heat transfer path described above via convection, agitation,and/or radiation. The thermal energy may then be conducted through thedrive side shell 940 and/or the removable access door 944 and thence betransferred to the ambient environment, thereby cooling the electricallymotorized wheel 900. In some configurations, the drive side shell 940and/or the removable access door 944 may not even need be made of anefficient thermal conductor, but this conduction may still befacilitated by the relatively thin structure of the hub shell assembly916.

It should be appreciated that other cooling schemes such as internal airchannels, convection cooling, impingement cooling, effusion, pin filmcooling, transpiration cooling, boundary layer cooling, and thermalbarrier coatings may alternatively or additionally be utilized.

Some of the heat from, for example, the battery system 906, the maincontrol board 1430, and/or the motor stator 911, heats the air insidethe spinning hub shell assembly 916 and the air transfers the heat tothe full internal surface area of the spinning hub shell assembly 916which, in turn, transfer the heat through conduction to the externalsurface and through convection to the ambient air around the exterior ofthese hub shell assembly components. The convection elements 1322 mayalso operate as heat sinks to facilitate the collection of heat fromwithin the hub shell assembly 916 and transmission thereof through theexterior thereof. The convection elements 1322 may also be utilized todirect the heat from one side of the hub shell assembly 916 toward theother.

Referring to FIG. 13D, in other embodiments, an active cooling systemcommunicates air through or over the heat generating components toconduct heat therefrom. The air may be introduced to the interior of thespinning hub shell assembly 916 through an air intake 1344 (illustratedschematically) such as a vent, valve, scoop and/or pump which may beactively controlled to open and close so as to initiate, moderate, andcontrol, the airflow.

In one example, airflow may be selectively induced by opening the airintake 1344 on the user interface cover plate 1218 to the ambientenvironment to provide passive cooling. Alternatively, one or more heatexchangers within the hub shell assembly 916 may be utilized to activelycool the airflow. For example, a vent, valve and/or pump may induceairflow in response to a sensor that identifies a temperature above apredetermined or calculated threshold. Such selective operation may beperformed so as to minimize aerodynamic interference. That is, drag istypically greater when the air intake 1344 is open than when closed.Alternatively, the air intake 1344 may be operated by centripetal force,opening under the force of rotation and closing when the wheel isstopped. This would facilitate water resistance yet provide ventilation.Air intakes 1344, which may be located in the rotationally fixed userinterface cover plate 1218, intake air which is then circulated throughthe interior of the spinning hub shell assembly 916 and essentiallyflung radially outward through outlets 1346 in the removable access door944.

In embodiments, another fluid such as a gas, vapor, or liquid, may beused. The fluid cooling system may include one or more pumps, valves, orthe like, as well as sealed fluid channels that pass the fluid overparts that benefit from conductive cooling. For example, a fluid may bepassed over or through one or more of the heat generating components.Alternatively, the fluid may be passed over or through the hub shellassembly 916 to provide a chilled environment for the componentstherein. The fluid system may be under control of the control system,which may be responsive to inputs, such as from a user or based on atemperature sensor.

With reference to FIG. 13E, the rotating system 904 and the staticsystem 902 may form a gap 1334 of, for example, about 2 mm between astationary motor winding 1315 and a magnetic ring rotor 913 that isfixed to, and rotates with, the shell 940. When power is supplied to themotor winding 1315, a magnetic current is induced from the electricalwires wound on the stator 911 causing the magnetic ring rotor 913 andthe shell 940 to rotate. In embodiments, the magnetic ring rotor 913 isarranged between the contoured battery 1016 and the motor windings1315—both of which are stationary—but are organized such that themagnetic ring rotor 913, located therebetween, rotates with the shell940.

A gap may also be located between the drive side shell 940 and thecontoured battery 1016 as the drive side shell 940 rotates relative tothe rotationally stationary contoured battery 1016. These gaps operateas a thermal insulator. To avoid this insulation effect and induceairflow for cooling, the gap widths may be optimized for passive thermalcooling, mechanical operation, and combinations thereof. To furtherfacilitate airflow direction such as within and/or along gaps,convection elements 1322 may be placed to facilitate such passivethermal cooling.

With reference to FIG. 13F-13G, active thermal management according toembodiments, is performed through control of the electric motor to limittemperatures below a desired maximum. Such active thermal management maybe performed through control of power usage within the powerdistribution system 1360 of the electrically motorized wheel (FIG. 13G).

In embodiments, active thermal control algorithms 1350 generally includesensing temperatures 1302 of the electric motor, the main control boardand energy stage components, electronic controllers, battery, or otherheat sensitive components then attenuating operation of the electricmotor, the primary heat source, to limit these sensed temperatures belowa desired maximums by selectively attenuating an assistance/resistance1354, 1356, 1358.

With reference to FIG. 14A, a data flow 1400 can be provided between theelectrically motorized wheel 1402, the user 1404, and a server 1406 suchas a cloud-based server/API or other remote server, module, or system.Various communication and data links may be provided between theelectrically motorized wheel 1402, the user 1404, and the server 1406such as a mobile device 1416 which serves as an interface therebetweenfor relatively long-range cellular and satellite type communication.That is, a smart phone of the user associated with the electricallymotorized wheel 1402 operates as a data link between the electricallymotorized wheel 1402 and the server 1406. The electrically motorizedwheel 1402 is operable to calculate the assistance and resistancerequired at any given time, i.e., essentially instantaneously.

The control system 1410 utilizes an algorithm 1412 that applies datafrom a sensor system 1414 and, if available, the mobile device 1416, todetermine an essentially instantaneous energy transfers between abattery system 1420 and an electric motor 1422. The control system 1410may also regulate and monitor the sensors 1414 and connected componentsfor faults and hazards for communication to the mobile device 1416.

With reference to FIG. 14B, the control system 1410 may include amultiple of printed circuit boards to distribute control, facilitatemaintenance, and thermal management thereof. In this example, thecontrol system 1410 includes a main control board 1450, a User Interfaceboard 1452, a Battery Management System (BMS) board 1454 (FIG. 12B), amotor interface board 1458, and a sensor system, here disclosed as awheel torque sensor 1460, and a wheel speed sensor 1462. It should beunderstood that the boards may be otherwise combined or distributed. Itshould also be understood that other sensors such as a GSM, GPS,inertial measurement sensors, weight on wheel strain sensors, chainstrain sensors, cassette speed sensors, environmental sensors, and othersensors may be provided and integrated into the one or more of theboards. Further, various ports and hardware interface may additionallybe provided, to include, but not be limited to, a diagnostic connector,a charger connector, and/or others.

The User Interface board 1452, in one example, may include relativelyshort-range wireless systems such as Bluetooth, IEEE 802.11, etc., forcommunication with various mobile devices.

The motor interface board 1458 may be mounted to the motor hub 1306 andhosts the motor relay, the motor commutation hall sensors, the motortemperature sensor, and/or other motor related sensors. The motorinterface board 1458 collects those signals to one connector forconnection to the main control board 1450.

The Battery Management System (BMS) board 1454 (FIG. 9E) may, in oneexample, be mounted to the contoured battery 1016. The motor interfaceboard 1458 may be mounted to the stator 911 (FIG. 9F) such that thestator 911 operates as a heat sink.

The control system 1410 may further include a hardware interface 1432,e.g. input ports, data ports, charging ports, device slots, and otherinterfaces, that permit the plug in of other sensors, hardware devices,and/or peripherals to provide communication with the main control board1450 and associated boards. Alternatively or in addition, each board mayhave one or more hardware interface 1432 such as a power port for theBattery Management System (BMS) board 1454.

Additionally, a charging port 1434 that, similar to a USB connector,provides not only power, but also data transfer. This may be performedthrough, for example, a controller area network (CAN bus) interface 1436integrated into the connection. Between the hardware interface 1432 andCAN bus interface implementation of additional sensors or externalplugin hardware components is readily enabled, e.g., extended battery,lights, humidity sensors, proximity sensors, speakers, anti-theftdevices, charging racks, etc.

Data from the hardware interface 1432 may be communicated to the mobiledevice 1416 via short-range wireless systems. The data may be processedby the mobile device 1416, and/or further transmitted via the mobiledevice 1416 to a server for processing. Data may be communicateddirectly from the electrically motorized wheel to the server usingrelatively long-range wireless communications systems such as cellular,satellite, etc.

Feedback to the user, alterations to control parameters, and/or otherdata may be communicated to the electrically motorized wheel on thebasis of the processed data. In one example, distance sensor data, e.g.RADAR, SONAR, LIDAR, imagery, etc., that provide for identification ofan approaching object, may feedback such identification to the user inthe form of an audible, visual or tactile sensation. For example, a reardirected camera might communicate imagery to the mobile device 1416 sothat a user may be readily apprised of traffic approaching from therear. Alternatively, identification of an approaching object by the reardirected camera may result in a tactile output from the electricallymotorized wheel, e.g., a shaking or jitter, to gain the attention of theuser.

In another example, environmental data indicating high humidity levels,altitude, and/or other environmental factors may be utilized to adjustthe control parameters for a given mode such that additional motorassistance is provided under such conditions. For example, as thevehicle traverses a mountain, additional assistance may be provided athigher altitudes.

The mobile device 1416 may collect data at a rate of, for example, about1 data point per second. Each data point may include time and locationdata stamps from, for example, a GPS module 1440 or the inertianavigation system. Applications to interface with the electricallymotorized wheel 1402 may thus perform minimal calculations. Otherperipheral devices 1442 such as a wearable health monitor may also beutilized with, or as a replacement for, the mobile device 1416 toprovide data collection and/or communication with the electricallymotorized wheel.

The electrically motorized wheel may also communicate with a server viathe mobile device 1416. The server enables reception and/or streaming ofdata collected by one or more electrically motorized wheels forcommunication and display essentially in real time from the mobiledevice 1416 to the electrically motorized wheel, another electricallymotorized wheel, and/or a fleet of electrically motorized wheels such asa delivery service, shopping cart fleet of a store, etc.

The collected data may include direction of travel, faults associatedwith the fleet vehicle, and other data. Aggregated data collected from asingle electrically motorized wheel, or multiple electrically motorizedwheels, may then be utilized to, for example, analyze routes and modes,provide different analyses of the data, customize a user experience,and/or generate suggestions for a more efficient commute.

In embodiments, the hardware interface 1432 may be utilized to chargedevices such as a mobile device 1502. That is, the mobile device 1502such as a smart phone may be utilized as a user interface to theelectrically motorized wheel as well as being charged therefrom.

With reference to FIG. 15A, a mobile device user interface 1500 for amobile device 1502 may provide selection among various operational modes1504. The mobile device user interface 1500 may be a downloadableapplication or other software interface to provide, for example,selection among the operational modes 1504, data communication, and/ordata transfer to and from the electrically motorized wheel. Inalternative embodiments, the operational mode may be selected for theuser, such as based on user inputs, a user profile, information aboutuser history, environmental factors, information about a route, inputsof third parties (e.g., a doctor or trainer) or many other factorsdisclosed throughout this disclosure. Selection of an operational modemay occur at the wheel 100, on the user mobile device, or remotely, suchas on a server or other external system.

In embodiments, an algorithm 1508 that governs a control regime for adevice of the wheel 100 such as to control operation of the electricallymotorized wheel or device thereof typically includes a set of parametersin which each parameter is a placeholder for a multiplier, or gain, inthe algorithm 1508. The selected mode 1504 provides values for the setof parameters, one of which may optionally select which algorithm orcontrol regime to use. These values may be input into the selectedalgorithm 1508 to provide an associated level of assistance orresistance the user will experience in response to inputs, such as fromthe sensor data from the sensor system 1510, data from external systems(e.g., information systems containing terrain information, weathersystems, traffic systems, and the like), and further input from theuser. It should be understood that each parameter, multiplier, and/orterm may correlate to some control relationship such as exponential, alinear function, a step function, or a separate calculation, thatrelates a control input to a specified level of motor control output.

The system may transition among various operational modes, such as basedon user selection or other determination of the appropriate operationalmode. Alternatively, in embodiments where the wheel itself does notautomatically select an operational mode based on sensor or similarinputs, if no mobile device 1502 or other selection facility is inpresent communication with the control system 1512, a standard mode maybe automatically set as a default operational mode, or the wheel may usethe most recently used past mode, if a mobile device or other selectionfacility was previously connected. Generally, in bicycle embodiments,the user need only ride the bicycle, and the wheel sensor system 1510will sense various input data such as torque, slope, speed, etc., thatis then communicated to the control system 1512 that employs thealgorithm 1508. The operational mode selected by the user via the mobiledevice, or otherwise selected, essentially provides values for theparameters in the algorithm 1508. When the parameters, having theappropriate values for the selected operational model, are applied tothe present set of inputs (such as sensed by the sensor system 1510 orotherwise obtained, such as by a data collection facility of the wheel100), the algorithm produces an output. The output determines thecurrent control command for the wheel, which in embodiments isessentially a specification of the nature and extent of the energyexchange between a battery system 1514 and an electric motor 1518. Theoutput of the electric motor 1518 is the level of assistance orresistance that the user experiences when operating the wheel 100, whichvaries for a particular situation, based on the selected mode.

For some operational modes, the value for a single parameter may besupplied to the algorithm 1508. This value may represent an overall gainfor the assistance provided. For example, a standard mode may provide anoverall gain value of one (1) to the algorithm 1508, in contrast to a“turbo” mode that may result in an overall gain value greater than one(>1) being supplied to the algorithm 1508. Conversely, a selection of an“economy” mode may result in an overall gain value less than one (<1)being supplied to the algorithm 1508. Alternatively, the overall gainmay be used to adjust the algorithm based upon the total payload weightthe wheel is propelling, compensate other environmental conditions suchas a head wind, or other conditions.

For some operational modes, a plurality of parameter values may besupplied to the algorithm 1508. These values may be associated withparameters representing multipliers or gains for different portions ofthe algorithm 1508 to control various components that contribute to theoverall ride, such as wheel data, user input data (such as torque orcadence), environmental factors (such as slope or wind resistance),“gestures” or command motions, such as sensed at the user inputs (suchas backpedaling to control braking), etc. The parameters mayalternatively or additionally represent multipliers for different sensorvalues and/or calculated values representative of various componentsthat contribute to the overall ride.

In embodiments, the algorithm 1508 can have a general form that relatescontrol inputs to outputs. The control inputs may fall generally into aset of categories such as inputs that relate to inputs from the rider oranother individual, either sensed (e.g., as rider torque) or entereddata (e.g., as a riders weight or age, a training goal entered by aphysical therapist for the rider, a work constraint entered by aphysician of a rider, or the like); inputs that relate to theoperational state of the electrically motorized wheel (e.g., wheelspeed); inputs that relate to the conditions of the environment oroperational context of the wheel (e.g., slope, temperature, wind, etc.);and inputs collected from various data sources (e.g., other vehicles,other wheels, traffic networks, infrastructure elements, and manyothers). These inputs may be combined with other parameters such asgains, or passed through other conditioning functions such as a filter.The output of these combinations of inputs may be the “terms” of thealgorithm 1508. These terms may be linear, non-linear, discrete,continuous, time-dependent, or time-invariant.

These terms may then be summed, multiplied, divided, or otherwisecombined (such as taking the maximum or minimum of some or all of theterms) to provide one or more outputs. In some embodiments, it may beadvantageous to provide a multitude of terms in the control system thatisolate or separate conditions under which a user would receiveassistance or resistance. For example it may be advantageous to be ableto have a separate terms for the amount of effort that a rider puts inand for aerodynamic forces such as riding against the wind.

This beneficially allows each term to have a form that is suited to theinput and underlying phenomenon. For example in the case of the ridereffort, it may be a linear or proportional response, and in the case ofaerodynamic forces it may be proportional to the square of the wheel orvehicle speed at lower speeds and a cube or other function at higherspeeds. The rider, or one specifying the response of the wheel toinputs, such as a provider of wheels, may thereby readily adjust thegains independently to customize the response of the control to theconditions that they care about, e.g. hills, wind, power, or the like.

Additionally, multipliers on some or all of the terms allow the gainsfor each term to be scaled together in response to another input. Forexample, increasing the overall responsiveness to rider inputs withenvironmental temperature could provide the rider with more assistancewhen operating in high temperatures and thus prevent a user fromexcessive exertion or perspiration.

In embodiments, the algorithm 1508 uses a combination of terms (or typesof terms). For example, a mechanical drive unit input torque and a wheeloperational state (such as wheel speed) may be summed to construct amotor command with the sum including a term proportional to rider inputtorque and a term proportional to wheel speed. In other examples, termssuch as ones based on environmental inputs or data collected by thewheel may similarly be combined with any of the other input types notedin this disclosure.

In another example, the algorithm 1508 use a summation of a series ofinput terms, each multiplied by gains (which may be adjusted as notedabove based on the selected operational mode of the wheel) to yield acommand, such as a current command for the motor.

In embodiments, given the various inputs (e.g. rider inputs such as:mechanical drive unit input torque; mechanical drive unit input speed;and rider weight; various wheel operational states, such as wheel speedand angle of the device with respect to gravity; data inputs such assafety information from a traffic system or other vehicle; andenvironmental inputs such as ambient temperature) a motor commandequation may be constructed such as by creating terms proportional tovarious inputs. For example, the equation may include a termproportional to rider input torque; a term proportional to the square ofwheel speed; a term proportional to the angle of the device with respectto gravity; a multiplier that is proportional to ambient temperature; amultiplier that is zero when input speed in zero and increases as inputspeed approaches wheel speed; and a multiplier that is proportional tothe rider's weight (optionally normalized to a base weight). The termsmay then be summed, and where applicable the sum may be multiplied by amultiplier.

In an embodiment, the gains may be independent and variable over time.This allows the rider, provider, or other user to adjust the response toa desired preference. Additionally, multipliers may allow some overallmultiplication of the response to factors that in general may warrant anoverall increase in assistance, such as a hot ambient temperature.

Alternatively, or in addition, the algorithm 1508 can be constructed ina manner that allows switching between different forms, such as amongthe examples given above. In this case, one parameter of the equationmay be an identifier for which form of equation to use (i.e., whichterms, gain parameters and multipliers are to be used, such as for aselected operational mode).

With reference to FIG. 15B, the user may select an operational mode froma multiple of operational modes that alters the behavior of theelectrically motorized wheel. Each mode may include one or moreparameter settings, and/or combinations thereof to change theoperational behavior of the electrically motorized wheel. Exampleoperational modes 1504, as will be further described, may include a“turbo” mode for maximum assistance; a “flatten city” mode; “fitnesschallenge” mode; a “maximum power storage” mode a “standard” mode; a“exercise” mode; a “rehabilitation” mode; a “training” mode, a“commuter” mode, a “maximum help” mode etc. The “flatten city” mode mayprovide motor assistance on ascents and hill climbs, with braking ondescents to thereby “flatten” the terrain. The “commuter” mode may allowa user to enter a “not-to-be-exceeded” torque or exertion level tomodulate the assistance. The exercise mode may allow a user to enter atotal number of Calories to be burned, a desired rate of Calorie burn, amaximum level of exertion or torque, etc. Each mode may also includeadjustable parameters to automatically modulate the assistance providedover the duration of the ride by the electrically motorized wheel suchas a minimum time that the assistance must be available, maximum speed,and/or others.

The mobile device user interface 1500 may present the multiple ofoperational modes 1504 in an order that allows a user to browsedifferent control parameters, such as Eco-Mode; Maximum Assistance Mode;Target Energy Mode, Maximum Energy Storage, etc. That is, a user canessentially scroll through a multiple of operational modes.

Alternatively, the mobile device user interface 1500 may provide an“automatic mode” that selects the desired mode automatically withoutuser input. That is, the automatic mode may be speed based to selectbetween modes during a trip so that the vehicle obtains the mostefficient trip. Alternately, the automatic mode may be time based toselect between modes during a trip so that the vehicle reaches adestination at a desired time. Such selections may be made basedcompletely on sensor data determined by the electrically motorizedwheel, or alternatively or in addition with data from a server or fromother data devices that a user may be using such as a health monitoringdevice such as a heart rate monitor.

The “flatten city” mode provides assistance or resistance on non-levelterrain. Adjustable parameters may include data about the level ofassistance, minimum incline of the hill before rendering assistance, andothers. That is, the amount of assistance while travelling uphill andthe amount of resistance while traveling downhill may be controlled torequire user input about equivalent to a user input required on a levelsurface.

The “maximum speed control” mode introduces braking on hills to limitthe maximum speed of the vehicle. Such a “maximum speed control” mayalso determine the maximum permitted speed to particular legaljurisdictions as determined by a global Positioning Unit.

The “maximum energy storage” mode maximizes the power storage achieved.Such “maximum energy storage” mode may also be related to energyconservation or energy recovery.

The “fitness challenge” mode might include applying resistance to theelectrically motorized wheel to require additional effort by the userand thus provide a work-out to the user.

The “fitness challenge” mode may provide parameter assistance andresistance to, for example, simulate intermittent uphill climbs, anuphill climb of a desired duration, height or other parameter. Suchparameter assistance and resistance may be associated with a user'sperformance or preset conditions, work-outs, heart rate, etc. The“fitness challenge” mode may also provide visual/audible encouragementto user via a mobile device. The encouragement may indicate up comingchallenges and an expected output by the user and may be presented onthe mobile device user interface 1500.

Adjustable parameters for each mode may include data about the desireddestination, a maximum desired exertion for the user, the maximumdesired speed, current location, and others. Data such as destinationmay be used together with data on current geospatial location, possibleroutes to a destination and associated road modes, traffic data, userpreferences, user capability/fitness level, together with data relatedto wheel capacity such as energy storage data and others. Thecombination of data may be used to suggest possible routes, manage powerutilization over the selected or anticipated commute route, estimateremaining battery life based on available energy, user fitness level,topography of proposed route, etc.

With reference to FIG. 15C, the user interface may include relativelylarge buttons 1520 and/or icons for navigation functions such asscrolling through the different modes as well as other actions which maybe performed while the vehicle is in motion, or idle during a trip (e.g.at a stop light). The use of the large buttons 1520 facilitatesvisibility and selection while riding. The large button 1520 may occupya significant portion of the available screen area so as to enable easyselection by a user, for example, the buttons 1520 on the mobile device1522 may each occupy a minimum of 1 inch by 1 inch of display space.

Similar to creating custom sound settings with an equalizer, the usercan create custom assistance modes from within the mobile application,or by logging into their account online. With reference to FIG. 15D,upon selection of an operational mode, the mobile user interface maypermit the input of parameters 1530 such as a maximum speed of thecassette, an acceleration in response to pedaling, slope behavior and/orother inputs. In one example, the inputs may be provided via a slider.Once the parameters have been entered, the user mobile interface maytransition to a progress screen 1538 (FIG. 15E) that highlights progressto the goal such as the destination and specified calorie burn.

With reference to FIG. 16A, a trip 1600 may be represented as, a line1602 with one or more events 1604 there-along. The mobile device orother application may calculate the trip 1600. A directional arrow 1606may also be provided for guidance along a calculated route 1608 tonavigate without a map, and without turn-by-turn directions. Instead,the directional arrow 1606 points in the direction of the destinationwhich may be advantageous as bicycles need not be necessarily restrictedto motor roadways.

The route 1608 may be accompanied by other symbology such as, forexample, distance notation 1616 to indicate how far to the next turn.Further, the view may be presented to account for the vehicle directionof travel such that the current direction is, for example, straight upto facilitate orientation. Other symbology such as an elevation graph1618 may be provided to indicate upcoming hills, a time such as ETA1620, and other such navigation and trip related data.

In embodiments, the route 1608 may be enhanced for a particular userthrough a slight alternation 1614 in the route 1608 (FIG. 16B). Forexample, various third party data sources such as demographic data of anarea may be utilized to determine the route 1608 so as to avoid areasbased on various parameters in response to a user selection.

The data from each trip 1600 may be communicated either directly to aserver 1610 using a wireless or cellular technology, or from the controlsystem of the electrically motorized wheel to the connected mobiledevice 1612 thence to the server or stored on the mobile device to becommunicated to the server at a later time according to a set of rulesthat may include, for example, battery charge on the mobile device,signal strength, the presence of a Wi-Fi connection, and others.

Alternatively, aggregated data from a multiple of other electricallymotorized wheels may be searched to select, for example, a moreefficient, faster, or more scenic route. Data from the server may beassociated with the specific electrically motorized wheel that generatedthe trip data then aggregated with trip data from other electricallymotorized wheels. The aggregated data may then be subjected tostatistical techniques for sensing similarity, based on correlations,e.g., based on common segments of the trip data, destinations, origins,etc. The aggregated data may then be provided to the user to, forexample, make recommendations for routes, mode selection, and otherguidance that will benefit the user.

The electrically motorized wheel and the mobile device 1502 may beutilized to catalogue potholes, road conditions, and other obstaclesfrom, for example, GPS data and accelerometer data along the route. TheGPS data and/or other sensors, can be utilize to facilitate suchcataloging in an automated manner. For example, start/stops, uneventerrain, and other obstacles can be identified by the electricallymotorized wheel via interpretation of data from the speed sensor, thetorque sensor, and/or the inertial sensors such as the accelerometersand gyroscopes, of the sensor system. The torque sensor also directlymeasures power output from the user for association and catalogue withthe route location and conditions.

In embodiments, obstacle detection may be catalogued in response tosudden changes in elevation or acceleration that are detected by thesensor system. That is, the cataloging is essentially automatic. Forexample, a sudden swerve, detection that the user is standing on thepedal, or other such indices may be utilized to catalog a pothole to aparticular GPS position.

Alternately, or in addition, the mobile device 1502 may be utilized toaccept user input, such as pothole detection, along a route. That is,the cataloging is essentially manual. For example, should the useridentify a pothole, the user may touch a button on the mobile device1502 which is then catalogued via GPS. Other represented pages mayinclude last trip (FIG. 16C), record trip (FIG. 16D), user settings(FIG. 16E), support (FIG. 16F), and others (FIG. 16G). It should beunderstood that the illustrated pages are merely representative, andvarious other pages may be alternatively or additionally provided.

With reference to FIG. 17A, the control system 1700 of the electricallymotorized wheel may include an application module 1702 that executesvarious functions, to include, for example, operation of controlalgorithms that manage the operation of the electrically motorizedwheel. A boot loader module 1704 is in communication with theapplication module 1702 to facilitate loading and updating thereof. Itshould be understood that various hardware, software, and combinationsthereof may be used to implement the modules.

In embodiments, upon start-up of the control system 1700, theelectrically motorized wheel verifies that the version of theapplication module 1702 currently installed on the control system 1700is valid and current. It should be understood that ‘start-up” mayinclude connection by various user interfaces that communicate with theelectrically motorized wheel as well as various security and othercommunications. If, for example, the application module 1702 is validand up to date, system initialization occurs. If the application module1702 is not valid, the control system 1700 may initiate the boot loadermodule 1704 to update the application module 1702.

In embodiments, when a mobile device 1708 connects with the controlsystem 1700, the control system 1700 may upload firmware version numbersfor the application module 1702, the boot loader module 1704, and otherelements, such as a Bluetooth (BT) radio and the battery managementsystem. The mobile device 1708 may check with a source, such as a serveroperating such an application program interface (API) of a cloud-basedserver, to determine whether the uploaded version number of theapplication module 1702 is the most recent version.

In embodiments, non-mobile devices such as a desktop computer mayconnect locally with the control system 1700 such as via a Bluetoothconnection.

If a newer version is available, the user may, based on a rule set, beprompted via the mobile device 1708 to update the electrically motorizedwheel. That is, updated firmware for updated operation of theelectrically motorized wheel. If the user elects to update theelectrically motorized wheel, the mobile device 1708 may direct thecontrol system 1700 to enter the boot loader module 1704. The rule setfor updates may permit updates only under certain defined conditionssuch as when there is at least a minimum battery life on theelectrically motorized wheel, a minimum battery life on the mobiledevice 1708, a minimum signal strength for the mobile device 1708,availability of direct power for electrically motorized wheel and mobiledevice, and others.

Upon downloading the updated version of the application module 1702, themobile device 1708 may command the boot loader module 1704 to downloadthe new version of the application module 1702 and, if download issuccessful, to erase the current application module 1702 from thecontrol system 1700. Alternatively, the new version of the applicationmodule 1702 may be downloaded and stored on the mobile device 1708 forlater update of the of the electrically motorized wheel such as via aBluetooth connection.

The new version of the application module 1702 may be sent from themobile device 1708 to the boot loader module 1704 via a wirelessconnection. The boot loader module 1704 may confirm the transfer of theindividual packets and the total transfer of the new application module1702 onto the control system 1700. If the boot loader module 1704confirms that the new application module 1702 was loaded successfully,the mobile device 1708 may initiate a restart of the electricallymotorized wheel and control system 1700. Alternatively the boot loadermodule 1704 may proceed with updates though a hard-wired interface suchas a CAN bus that is made externally available at the User Interfacepanel or power port.

With reference to FIG. 17B, the application module 1702 of the controlsystem 1700 may utilize various control techniques, including algorithmsthat govern, manage, and/or change operational parameters of theelectrically motorized wheel. That is, the operational parameter of theelectrically motorized wheel may be changed via the control system that,for example, changes a parameter based on various factors, such as themaximum speed of the vehicle on which the electrically motorized wheelis installed, the conditions of the environment (e.g., terrain, weather,and others), input from the user including the force sensed frompedaling effort, data input to the electrically motorized wheel, etc.,and parameters that are based on multiple factors (referred to herein insome cases as blended parameters), the energy used (such as by the user,by a battery associated with the electrically motorized wheel, or thelike), and/or other control systems that provide various other modes.

In embodiments, levels of gain (such as the level of assistance and/orresistance provided by the electrically motorized wheel in relation to agiven user input such as pedaling effort) can be managed in connectionwith the electrically motorized wheel. In some embodiments, aprogression of gains may be utilized to smooth the transition from oneoperational regime to another regime (e.g., a change in terrain fromuphill to downhill conditions, a change in speed of the vehicle on whichthe electrically motorized wheel is installed, environmental conditionssuch as wind direction and temperature, etc.) Other embodiments mayinclude a step-wise change between an initial gain one or more newlevels of gain. Normally a step-wise change in operational mode of theelectrically motorized wheel (e.g., between differing levels ofassistance or from assistance to resistance) or a change in gains mayresult in a discontinuity in the response of the electrically motorizedwheel to torque command. Such discontinuities may be smoothed by:

1. recognizing that a change in gains has occurred;

2 taking and optionally storing the value of the command immediatelyprior to the change;

3. creating an offset that is at least a portion of the differencebetween the prior command and the new command;

4. subtracting the offset from the new command (this results in a newcommand that has a value of or in the range of the old command to thenew command); and

5. reducing the offset over a period of time until it is zero, at whichpoint the transition to the new command is completed.

This smoothing process beneficially effectuates gain changes and controlregime changes because it preserves a degree of continuity in the userexperience. The process can handle repeated transitions, as new offsetsare generated with each change (e.g., in regime and condition) thatresults in a new command. This may include offsets from priortransitions, and there may be a variety of ways to reduce the command togive the transition different characteristics (e.g., a finite transitiontime, a fixed rate of command change, a maximum level of change, etc.)

With reference to FIG. 18A, a blending algorithm 1800 for operation ofthe electrically motorized wheel may also be controlled by blending 1806inputs relating to different factors that may be sensed in connectionwith the operation of the electrically motorized wheel. For example,sensor inputs may be considered from both a speed sensor 1802 thatsenses the speed of rotation of the electrically motorized wheel ordisplacement of the vehicle, and as a torque sensor 1804 that senses theamount of torque on the electrically motorized wheel.

The control parameters of relevance to the user experience can varysignificantly depending on, for example, the speed of the vehicle. Inconsidering a bicycle pedaling example, at low speeds, responding topedal torque may be relatively more important to ride quality, assignificant effort is required to initiate movement of the vehicle. Athigher speeds, maintenance of a consistent cadence or speed may berelatively more important to ride quality. As such, the amount ofassistance in response to each user input (in this example torque andcadence) may vary based on the speed of the vehicle. Thus, data from thetorque sensor may be used as a primary factor in a control regime at lowspeeds, while the data from the speed sensor may be used as the primaryfactor in the control regime at higher speeds. As a result, control maybe managed by delivering high responsiveness to the torque sensor at lowspeeds and by using less responsiveness to the torque sensor at highspeeds. Components related to the torque and the speed can be factoredinto the control algorithm that ultimately determines the quantity ofenergy, or rate of energy delivery from the battery system to theelectric motor.

The blending algorithm 1800 is thereby operable to provide a fluidcontrol scheme that scales the importance of each sensor as a factor inthe control scheme based on speed.

With reference to FIG. 19A, an energy burn control algorithm 1900permits a user to input the amount of energy (step 1902) the user wouldlike to burn on a particular ride (e.g., how many calories to burnbetween home and work). The energy burned by the user relates to theamount of work performed in order to move the vehicle from a first pointto a second point. This work may be modeled based on various physicalfactors, including the terrain, friction, the weight of the user such asmeasured by a sensor of the vehicle or entered by the user, the weightof the bicycle including any accessories and additional loads, e.g.,camping equipment, the distance traveled, and others.

A portion of the work may be performed by the user, such as by pedaling,while the remainder may be provided by the electrically motorized wheel.The portion of energy expended by the user may be modeled as thedifference between the total work required to move a user of a givenweight over the terrain (which may be known based on a GPS model of theterrain or based on measurements (such as altimeter measurements) frompast trips) and the amount of assistance provided to the user by theelectrically motorized wheel. Thus, as the user indicates an amount ofenergy desired to be burned, the control system 1700 may control theelectrically motorized wheel to provide assistance, such as on hills ofthe route, to make up any difference between the desired work and theactual work required to cover the distance. If the desired portion ofthe work performed by the user is higher, the electrically motorizedwheel may provide resistance to the user, re-route the user to a longerroute, etc. Thus, the algorithm 1900 may utilizes the user input 1902and data about the route/terrain 1904 to adjust theassistance/resistance of the electric motor 908 so that the user burnsthe desired amount of calories over the course of the route. Once thegoal has been identified, the ride may be previewed and, as the rideprogresses, the user interface may transition to a progress screen thathighlights progress to the goal such as the destination and specifiedcalorie burn.

With respect to FIG. 19B, the mobile application 1920 may utilizeavailable GPS location data 1922 and a stored database of data todetermine legal limits 1924 as regulations vary geographically withrespect to various factors that govern operation of electrically drivenor assisted vehicles. These may include regulations of assisted speeds,level of assistance provided, and/or motor output. The mobileapplication 1920 or other control system may use this data to create acustom mode or set of control parameters that can be sent toelectrically motorized wheel, such as to govern maximum assistance,speed, or the like. The mobile device or other control system mayrecalculate control parameters when the legal limits change and sendupdated control parameters to the electrically motorized wheel.

In one example, the EU may have a standard regulation of a top-assistedspeed of 25 km/h and 250 W of motor assistance, while the US may have atop assisted speed of 32 km/h and 750 W of motor assistance. By usingthe GPS data available at any given location, it is possible to regulatethe assistance cutoff within the electrically motorized wheel to complyautomatically with the local regulations, without further intervention.

Further, many of the laws only apply to bicycles when they are riding onroads with other motor vehicles and pedestrians. If the GPS indicatesthe bicycle to be sufficiently far away from the road, the bicycle maybe assumed to be on a trail in which case the local regulations may bedifferent, or nonexistent, in which case limitations on the assistanceprovided may be removed. In embodiments, a user may be permitted, suchas through the mobile application, to override the controls, such as toallow more assistance in an emergency situation.

In embodiments the mobile application 1920 may also utilize availableGPS location data 1922 to facilitate control while in operational modes.For example, extremely hilly terrain will result in different batteryregeneration calculations than flat terrain.

With reference to FIG. 20A, a fault detection and prediction system,referred to herein as a “faultless algorithm” 2000 is operable to senseconditions that have the potential to damage wheel hardware orsubsystems as they occur in essentially real time (step 2002) thenrespond by performing mitigating actions based on the detection of same(step 2004). For example, if the electric motor approaches apredetermined maximum temperature, beyond which damage may occur to theelectric motor, the amount of assistance or resistance generated by theelectrically motorized wheel to the user of a vehicle on which theelectrically motorized wheel is disposed can be reduced to prevent afurther rise in temperature of the motor.

With reference to FIG. 21A, a battery protection algorithm 2100 mayprovide different and optionally independent command attenuators,including, but not limited to:

1. Protecting the battery from high discharge currents;

2. Protecting the battery from high regeneration currents;

3. Protecting the battery from high voltages that may result fromregeneration;

4. Protecting the battery from low voltages that may result frommotoring;

5. Protecting the battery from high temperatures due to high loads orheat from other components like the motor; and/or

6. Protecting the battery from regeneration currents at lowtemperatures.

Each of these command attenuators can utilize automatic controls such asa single-sided, closed loop proportional-integral (PI) control system togenerate an attenuated gain ranging from 1.0 (no attenuation) to 0.0(full attenuation). Alternatively, command limiters may be utilizedinstead of the command attenuators. The command attenuators provide animmediate and linear smooth response, as command limiters are inherentlynon-linear in nature and can present control challenges, but arenonetheless a valid controllers.

In embodiments, the gain from relevant attenuators can be determined,combined, and applied to the motor command. The algorithm may be basedon the minimum gain among all control systems, the maximum gain amongall control systems, the sum of gains from all control systems, andvarious other ways for combining the gains, multiplying them,conditionally selecting, limiting the assistance provided by the motorto the user, etc.

Under some conditions, the electric motor may be driven by the batterysystem, while under other conditions the battery system may store energyfrom the motor such as when the motor is used to slow the vehicle indownhill operation. In situations with significant energy generationcapability, the battery system may be subjected beyond its normaloperational limits for temperature, voltage and/or current. As such,there are limits that may need to be enforced for operation of thebattery system. There are at least three general sets of battery limits,i.e., current, voltage, and temperature. As to limits relating tocurrent, there may be maximum discharge current and maximum batteryregeneration current. As to voltage limits, there may be a maximumvoltage limit and a minimum voltage limit. As to temperature, there maybe a maximum temperature limit and a minimum temperature limit.

The battery protection algorithm 2100 may operate to manage the motordrive operation, such as to maintain battery parameters withinacceptable operational values for voltage, current and temperature. Thismay address the electric motor contribution to the load on the batterysystem. Other sources of load on the battery system may also be managedseparately.

In embodiments, single-sided proportional-integral (PI) closed looplimiters, e.g., one for each limit, may be deployed in connection withlimiting various operational conditions, such as: battery motoringcurrent; battery regeneration current; battery over voltage; batteryunder voltage, etc.

The output of each PI closed loop limiter may be an attenuation gain.Each PI closed loop limiter may have its own control system, with itsown separate gains, as the dynamics of each limiter may requireindividual tuning.

The minimum gain of all the limiters may be taken and applied to themotor current control command. As a particular limit is approached, themotor command may be attenuated, such as to reduce the demand on thebattery. The voltage limiters may selectively apply the attenuationgain. For the over voltage limiter, the attenuation gain for overvoltage may be applied only when commanding regeneration of the battery.This allows motoring to then alleviate or avoid the over voltagecondition. For the under voltage limiter the attenuation gain may beapplied only when commanding motoring/assistance which allowsregeneration to then alleviate or avoid the low voltage condition.

In embodiments, battery power control systems may run at the motorcontrol system frequency, as the battery control systems may need tohave similar or higher bandwidth to keep limit excursions short induration. In other embodiments, battery power control systems may runjust prior to the motor control current loop and after motor driveanalog data has been collected, such that the battery control systemsattenuate the command for the motor control current loop. This sequencemay reduce delay in the control response that would occur if the datacollection and attenuation occurred at different times.

The control system may be initialized each time the motor drive isenabled, as the motor drive can be enabled and disabled during normaloperation. The battery control systems may have data items, such asintegrators, that can be reset with every instance of enablement of themotor drive.

The control system can provide dynamic limits, because limits of thebattery system may not be static over time and may vary, for example,with state of charge, temperature, etc. Dynamic control system limitsmay be bounded by predetermined maximum and minimum values, as thisprovides some protection against potential errors in measuringtime-varying gains. Battery current and battery voltage may need to besampled at the same data rate as other motor control feedback, as thesecontrol systems are part of the motor drive control, and because theyrun at motor control update rates, the sensor data may need to have thesame frequency of sampling as other motor control data.

The control system may be single sided, closed loop, PI limiters thatattenuate the motor current control loop command as PI limitersbeneficially provide steady-state limiting with good bandwidth. Anattenuator output, as compared to a limit output, may provide immediateintervention.

Over voltage attenuation gains may be only applied when the sign of themotor current command is negative (e.g. the motor is being commanded tooppose forward momentum, i.e., regenerate), because this allows motoringto alleviate high voltage conditions. Under voltage attenuation gain maybe applied only when the sign of the motor current command is positive(e.g., the motor is being commanded to assistance in driving thevehicle), because this allows regeneration to alleviate low voltageconditions.

The PI control systems may have enough control authority to attenuatethe motor current control system command to zero, because attenuatingthe command to zero is the maximum control authority possible, andmaintain the battery system within operational limits may have priorityover providing assistance to the user.

Sensors used in hardware protection algorithms may include sensing ofbattery voltage, battery current, motor voltage, motor current, batterytemperature, ambient temperature or humidity, etc. Limits may be setstatically in accordance with component design specifications or updatedover time to account for factors such as component age or environment ofusage as determined by GPS or weather data.

Pedal cadence is useful for a user to maintain a desired pace over thecourse of a ride. Typically, a cyclist may desire to pedal at a specificcadence to make the most efficient use of their effort and provide themost benefit from an exercise physiology standpoint.

In typical bicycle cadence sensors, measurements are performed directlyat the crank, however, such direct measurements are not possible, nordesired, if the sensor system is to be contained within the electricallymotorized wheel that is separated from the pedals by a drivetrain.Although this embodiment has specific illustrated components in abicycle embodiment, the embodiments of this disclosure are not limitedto those particular combinations and it is possible to use some of thecomponents or features from any of the embodiments in combination withfeatures or components from any of the other embodiments.

With reference to FIG. 22A, a pedal cadence estimation algorithm 2200operates to estimate the pedal cadence from the torque input frequencywhich will have frequency content that is directly related to pedalcadence. Each time the user provides a rotational input, i.e., pushes onthe pedal, the user is generating a torque into the system that isdetectable. That is, the pedal rotational frequency (or cadence) isdetected by the torque sensor system and can be communicated to thecontrol system for use by a gear estimation algorithm 2200. The gearestimation algorithm 2200 is operable to calculate the gear ratiobecause the rotational velocity of the cassette is known from, forexample, a cassette speed sensor, and the pedal cadence is known byestimation. The gear ratio may be determined by a ratio of these twospeeds.

In embodiments, there are two speed sensors: one for the electricallymotorized wheel and one for the cassette of the mechanical drive system.With knowledge of a rotational velocity of the cassette, and the torquefrequency, both pedal cadence (pedal speed), and the gear ratio arereadily determined by the gear estimation algorithm 2200. That is, howthe pedal frequency relates to the rotational velocity of theelectrically motorized wheel is known even if the number of speeds on aparticular bicycle, or which gears are set on the rear cassette and thecrank, are not known.

For example, the rotational velocity w is known from the cassette speedsensor. The torque frequency, t, is related to cadence, C: C=t/2. C isequal to the number of revolutions of the crank per second. Therefore,ω=CX, or ω=(t/2)X, where X is the gear ratio. Thus in simple forms, X=2ω/t. Additional sophistication may exist in the estimator to updateestimates under conditions where input signals may be small, such as atlow speed or low torques. This sophistication may include closed-loopstate estimation algorithms for example.

With reference to FIG. 23A, a braking dissipation algorithm 2300accommodates an architecture in which the battery system 906 may berelatively limited in the amount of energy that can be absorbed duringbraking (in which energy can be directed to recharge the battery)without damage occurring to the battery. In embodiments, the motorcontrol system of the electrically motorized wheel is field-oriented andcontrols the magnetic flux generated in the stator 911 as a vector thatis precisely aligned with the rotor 913. This vector may be controlledto rotate through the stator 911 in synchronization with the rotor 913of the motor by segregating the applied current vector into twoorthogonal components. One component, Iq, the quadrature component, isat a right angle to the back electromagnetic field (back-EMF) vectorgenerated by the motor. The other, Id, the direct component, is directlyaligned with the back-EMF vector.

Maintaining the direct component (which produces no torque in certainembodiments) at zero (Id=0) and the quadrature component at a commandedlevel (Iq=Icmd) is how a field-oriented control system normally ensuresthe most efficient use of battery power to produce motor torque.Allowing Id to stray from zero is less efficient and thus dissipatesmore energy in the motor, which, while normally inefficient in regimesin which the desire is to maximize efficiency of power generation topropel a vehicle, creates an opportunity when other objectives are inplay, such as involving braking and/or reducing current flow into thebattery during regeneration, to degrade efficiency of motor intransferring power to the battery.

The battery protection algorithm 2100 maintains regenerative chargingcurrents within limits that will not damage the battery, for example,below about 5.5 A of regeneration in certain embodiments. Since thebattery protection algorithm limits the quantity of power that can bedelivered back into the battery, the braking dissipation algorithmprovides another place to send braking power in lieu of the batterywithout the addition of another dissipative load such as a traditionalshunt resistor, thus allowing or causing more braking than wouldotherwise be allowed. This is effectuated by reducing motor current(used to control power) as needed to maintain the regeneration currentdirected to the battery in check. Also the braking torque is reduced, insome cases significantly, at higher speeds.

This speed dependence is because at higher speeds, the same amount ofbraking torque generates proportionally higher power levels. That is, atthe battery system 906, since voltage is essentially constant, higherregeneration power translates directly to higher current into thebattery system. Since current is limited, capacity for braking thus goesdown as speed goes up.

The electric motor 908 in embodiments may have windings with arelatively high resistance. One consequence of this is that during hardbraking, when the braking torque is high and thus the motor current ishigh, the power dissipated in the electric motor 908 is quite high, sothe motor absorbs significant braking energy. As the speed drops, thebraking power drops and the proportion of the braking power absorbed bythe motor increases until it reaches the point where the motor isabsorbing all of the braking power. At this point regeneration of powerback into the battery system 906 ceases and the available braking torqueis at a maximum. This threshold can be reached fairly quickly whenslowing down and can cause the braking experienced by the user to riseabruptly. This behavior is likely unexpected by the user and thus ispotentially undesirable.

In embodiments, the dynamic braking algorithm 2300 is activated bybackpedaling so the user can use just one method of control, i.e.,pedaling forward is a control that signals acceleration/assist whilepedaling backwards is a control that signals braking—in either case theuser need utilize only a single user input that is typical of thevehicle, i.e., pedaling in this example. The relative lack of desiredbraking at high speed, and the abrupt increase in braking at lowerspeeds is addressed such that the user mode of control, e.g. pedaling inthis example, is seamless. That is, the braking that this techniqueprovides at higher speeds also provides a partial solution to brakingabruptness problem when slowing down by narrowing the difference inbraking capability at high and low speeds.

In embodiments, the motor control system is field-oriented and controlsthe magnetic flux generated in the stator 911 as a vector that isprecisely aligned with the rotor 913 for generating maximum torque. Thisvector is controlled to rotate through the stator 911 in synchronizationwith the rotor 913 of the motor by segregating the applied currentvector into two orthogonal components. The quadrature component is thusat a right angle to the back-EMF vector generated by the motor, whilethe direct component is directly aligned with the back-EMF vector suchthat each of these components has a control system therefor.

The quadrature component produces torque, while the direct componentproduces no torque. Thus, for maximum efficiency, a control system iscommanded to maintain the direct component at zero (Id=0) while thequadrature component is controlled at the commanded current level(Iq=Icmd). If the control system were to allow the direct component togrow, the overall motor current would increase, but no additional torquewould be produced, and energy would be wasted in the resistance of thestator 911 windings.

Embodiments for braking set Iq=Id=Icmd. This locates the current vectorout of alignment with the back-EMF vector by 45 degrees. As Icmdincreases, both Iq and Id would increase and vice-versa. This has thebenefit of allowing higher overall Iq values than when holding Id tozero, because Id is dissipating at least some of the energy regeneratedby Iq, rather than it returning it all to the battery. If the motorcurrent is to be attenuated to protect the battery, motor, orelectronics, both are attenuated equally. It should be understood,however, that ratios of Id to Iq other than one may alternatively beprovided, with different ratios affecting the level of regenerationrelative to wasting of mechanical power, and such ratios may be varied,such as accounting for factors like vehicle speed, the level of storedenergy in the battery, sensed state (e.g., temperature) of motorcomponents, and others.

In one example, when the motor gets hot, such as while braking duringdownhill travel in hot weather, the motor may not have the capacity toaccept the added power and the supplied braking may fade. Damage to themotor is avoided by having the control systems limit the motor current,which is where the sensation of fading brakes originates. Inembodiments, this may prompt other actions, such as activatingsupplemental braking systems, prompting to the user via the mobiledevice to use manual braking, etc.

In embodiments, a directly connected electric motor is of the permanentmagnet type, such that the rotor rotates with the electrically motorizedwheel. When the motor drive applies a voltage higher than the generatedvoltage of the electric motor, the motor assists the user. The fasterthe electrically motorized wheel rotates, the higher the voltagegenerated. If the speed is high enough to generate a voltage that ishigher than an allowed voltage, the electrically motorized wheel is inan “over-speed” condition. The allowed voltage may be specified forsafety, hardware protection, and/or other reasons such as protectionfrom high-back EMF due to high wheel speeds. EMF is present, however,EMF may become a problem when wheel speed is high enough for it toexceed battery voltage.

An inherent function of the power bridge that drives the motor is fullwave rectification of the back-EMF voltage from the rotation of theelectrically motorized wheel onto the DC bus. Thus, it is possible forthe user to pedal the bicycle to speeds that can generate thisover-speed condition, especially downhill. In embodiments such as onesinvolving direct drive motors, the voltage that can be generated islimited only by how fast the vehicle is moving and thus has thepotential to damage embedded system electronics.

Electronic braking through regeneration can be used to facilitateautomatic control of maximum vehicle speed. However, the battery canonly absorb so much energy before its voltage reaches its maximum limitsuch that a battery protection algorithm may automatically protectitself by disconnecting the battery from the DC bus if the voltagereaches a predetermined value. True, power is related to current, but atlower battery voltages the power limit will be lower (P=1*V) while thecurrent limit is the same.

Further, even when the battery state of charge is low enough to acceptregeneration energy, the rate at which the battery can accept the energyis bounded by its charging current limit. At higher speeds, thischarging current limit may severely reduce the braking capability of theelectrically motorized wheel, making it more likely for the user toovercome any automatic speed regulation the electrically motorized wheelmay try to enforce, especially on a steep downhill. To address thiscondition, a warning may be provided to the user via the mobile device.

Reasonable speeds are allowed, and mitigation of potential damage to thehardware may be provided, such as by placement of a relay to isolate andprotect the power-electronics bridge and all other electronics connectedto the DC bus from the high voltage generated by back-EMF generated whenthe motor is mechanically driven to an over-speed condition.

In embodiments, diodes in the bridge 2310 operate as rectifiers if theback-EMF voltage exceeds the DC bus voltage (FIG. 23B). As motorover-speed increases, back-EMF potentially pushes the DC bus voltage touncontrolled levels. To avoid such an over-voltage condition, relaycontacts are opened based upon measured or estimated back-EMF appearingat motor terminals approaching the DC bus voltage. In one embodimentBack-EMF is estimated in accordance with:

VEMF=Ke*SpdMot

Where:

VEMF is the terminal-to-terminal EMF voltage [V].

Ke is the motor back EMF constant [V/(rad/s)].

SpdMot is the motor speed [rad/s].

SI units are used here with voltages measured line-to-line (vs.line-to-neutral), and 0-to-peak of sine (vs. RMS). So the units on Vemfare [V], on SpdMot are [rad/s], and on Ke are [V/(rad/s)].

With reference to FIG. 23C, a method 2320 of motor over-speed protectionincludes:

Measuring SpdMot and Vbatt (step 2322);

Estimating the VEMF as Ke*SpdMot (step 2324); and

Sensing if VEMF>=to Vbatt−VDisableMargin (step 2326).

If Yes, the Motor Drive is disabled (step 2328).

If No, sensing if VEMF>=to Vbatt−VrelayOpeningMargin (step 2330);

If Yes, the Motor relay contacts are opened (step 2332).

If No, determine if VEMF<=to Vbatt−VrelayCloseMargin (step 2334)

If Yes, close the motor relay contacts and enable the Motor Drive (step2336).

If No, END (step 2338).

That is, the motor relay contacts are opened as the estimated back EMFof the motor, based for example, on the back EMF constant and the speedof the motor, approaches the measured bus voltage which varies withbattery state of charge.

With reference to FIG. 23D, an example thermal model schematic for themotor utilize capacitors to represent heat-sinking characteristic of thevarious thermal generating components in the hub shell assembly. Theyare responsible for the fact that it takes some time for thesecomponents to heat up, thus allowing the wheel to have higherperformance until those thermal generating components are hot. Theresistors represent the paths for heat to spread inside of, thenultimately escape the hub shell assembly.

With reference to FIG. 23E, a thermal schematic for the electricallymotorized wheel includes four major heat sources: winding losses in themotor windings, rotational losses in the motor stator steel, losses inthe power electronic bridge of the motor drive, and losses in thebattery pack. The heat sources are ultimately communicated to the shaft924, thence to the bicycle frame along mechanical thermally conductivepaths. The bicycle frame thus ultimately operates as a heat sink ofsignificant volume.

With reference to FIG. 24A, a torque sensing algorithm 2400 may beprovided to measure different process parameters related to torque. Thetorque sensing algorithm 2400 may include non-contact sensor technologythat utilizes fundamental mechanical and magnetic properties of thematerial to measure different process parameters such as magnetoelasticmaterials. The process involves measuring changes in the properties ofremnant magnetic fields as the mechanical characteristics change, suchas shear stress, as external forces are applied onto the sensor host(step 2402).

The torque sensor 1204 may include highly sensitive fluxgate sensorslocated in close proximity to a magnetized member to sense the change inthe magnetic-field characteristics that are proportional to the appliedforce. The mechanical member may be directly magnetized instead ofattaching additional elements, such as a ring. The change in themagnetic-field characteristics are linear and repeatable within theelastic limit of the material, and are accurate under normal andextended operating conditions such that an applied force can be readilydetermined (step 2404).

For example, when the shaft is subjected to a mechanical stress, such astorque from pedaling, the magnetic susceptibility of the magnetoelasticmaterial changes and is detected by the surrounding sensor. The torquesensor 1204 produces a signal proportional to the torque applied by theuser, which is then communicated to the control system 914.

With reference to FIG. 24B, a vertical load sensing algorithm 2450 maybe provided to measure different process parameters such as verticalload. The vertical load sensing algorithm 2450 may communicate with amagnetic field flux sensor measuring change in magnetic field (step2452) resulting from an initial mechanical stress applied such as, forexample, when the user mounts the bicycle. The change in magnetic fieldmay be generated by the shaft, shell, or other wheel componentmanufactured or including a magnetoelastic material that is deformedwhen a load is applied on electrically motorized wheel. The change inthe magnetic-field characteristics are linear and repeatable within theelastic limit of the material, and are accurate under normal andextended operating conditions such that an applied force can be readilydetermined (step 2454).

The measured vertical load may be used as a modifier by the controlalgorithms. For example, the measured vertical load may contribute tocalculations controlling for calories burned due to a weight of theuser, identification of a user to unlock the electrically motorizedwheel, etc.

In embodiments, various components of the shell, such as the drive sideshell 940, the non-drive side ring 942, the removable access door 944,and the like may include a magnetoelastic material. Alternately, a thincoating of magnetoelastic material may be applied to a component. Thecoating may be applied overall or in a directional pattern and invarious thicknesses. Magnetic flux sensors situated in close proximityto the magnetoelastic material enable the detection of changes in themagnetic flux created by the deformation of the component duringoperation. Insight into the deformation of a component, such as theshell, may be used to understand electrically motorized wheelenvironment and inform future design modifications.

With reference to FIG. 25A, a security algorithm 2500, may be providedfor security of the electrically motorized wheel until authentication isperformed in an exchange between a mobile device and the electricallymotorized wheel. This may be automatic once an initial authentication isperformed (step 2502). Initial authentication may be performed whenfirst connecting to the electrically motorized wheel to collect theserial number (step 2504).

Once the electrically motorized wheel is registered to the account andmobile device (step 2506), the electrically motorized wheel will searchfor registered mobile devices via a relatively short-range wirelessconnection, for example, Bluetooth (BT) (step 2508). The electricallymotorized wheel may store previously authenticated mobile devices andreconnect to them automatically when within a predetermined proximity(step 2510). Alternatively, another key such as a wireless car key, orother key is utilized to unlock the electrically motorized wheel (step2512).

Alternatively, or in addition, a dongle plugs into the electricallymotorized wheel to unlock the electrically motorized wheel (step 2512).

When locked, the main control board 1450 can configure motor controllerto resist or prevent rotation of the electrically motorized wheel.Alternatively, the lock function could prevent the use of theelectrically motorized wheel to provide assist while letting the wheelspin freely. In one example, identification of the authenticated mobiledevice being within a predetermined proximity is sufficient to unlockthe electrically motorized wheel. Alternatively, or in addition, asecurity input (step 2514) to the mobile device, or directly to theelectrically motorized wheel such as entry of a code, entry of apassword, facial recognition, fingerprint scan, unlock plug, and othersmay be utilized to unlock the electrically motorized wheel.

The electrically motorized wheel may be triggered to lock (step 2516) bya combination of criteria, such as the electrically motorized wheel nolonger being connected to the mobile device, the mobile device beingbeyond a predetermined proximity from the vehicle, a user not beingseated on the vehicle, the electrically motorized wheel not moving for aprescribed time period, the vehicle not moving for a prescribed timeperiod, a timeout, etc. Further, the electrically motorized wheel may beselectively locked from the mobile device.

The electrically motorized wheel may receive input from various sensorsand other data sources for interface with the control system 1700. Thesupport and/or ports provided for additional sensors and other hardware(FIG. 14A) may be used to enhance user safety in a variety of ways suchas alerting the user to a danger, alerting other's to the user'spresence, enhancing user visibility and others. Data from one or moresensors may be transferred to the main control board and from there tothe user's mobile device or to a remote location. In some examples, datamay be sent to the user's mobile device and commands sent back to theelectrically motorized wheel in response. In some examples, data may besent to a server then commands sent back to the electrically motorizedwheel in response. In other examples, data may be processed directly atthe mobile device for the electrically motorized wheel. For example, aproximity sensor may send data to the user's mobile device causing themobile device to provide an alert to the user using one or more of anaudio alert, a visual alert, and a tactile alert. A tactile alert may bedelivered by providing commands to the electrically motorized wheel soas to cause a small perturbation in performance of the electricallymotorized wheel, such as a vibration, a change in speed, a change in theamount of assistance provided to a pedaling user, a change in resistanceand others, which may be felt by a user and understood as a signalindicating a change in performance or the approach to an operationallimit of the wheel, such as maximum motor temperature, or maximumregeneration current.

In embodiments, a proximity sensor may provide data regarding the user'slocation, such as via a traffic network, for alerting drivers of othervehicles (automobiles, trucks, buses, other electrically motorizedvehicles, or the like) of the user's presence. A proximity sensor may beGPS or other global location sensor (or set of sensors, such as used intriangulation to locations of infrastructure elements, such assatellites, cellular towers, or the like), a sensor or sensorsassociated with a network (e.g., a cellular, Bluetooth, NFS, or otherlocal wireless network), a sensor associated with a transportationinfrastructure (e.g., located at a road sign, traffic signal, crossing,or the like), a sensor associated with a mobile device (e.g., a cameraof a mobile device), or any other sensor that would provide data aboutthe location of vehicle enabled with an electrically motorized wheel.For example, the electrically motorized wheel may communicate directlywith other vehicles, (e.g., a cellular, Bluetooth, NFS, or otherwireless network) to form an ad hoc local traffic network (FIG. 14C)that provides relative positional information of the adjacent vehiclesto, for example, alert a vehicle to the presence and relative positionof the electrically motorized wheel. Alternatively, the electricallymotorized wheel may communicate globally with a local server (FIG. 14D),such as that located at an intersection, or a city wide server that thencommunicates with adjacent vehicles on the traffic net to providerelative positional information of the adjacent vehicles.

In another example, an illumination level sensor may provide data to anapplication that would cause the bicycle lights to turn on whenillumination falls below a set level. Alternatively a data source mayprovide daylight data based on geological clock, which may be associatedwith proximity data, such that the electrically motorized wheel sends asignal to turn on illumination when in use at night at the currentlocation of the electrically motorized wheel.

With reference to FIG. 25B, a remote diagnostics algorithm 2500, may beprovided for the electrically motorized wheel. The remote diagnosticsalgorithm 2500 operates to collect operational data from, for example,the various sensors in the sensory system of the electrically motorizedwheel (step 2552).

The operational data may include software and hardware version numbersas well as an application state of the electrically motorized wheel toinclude, but not be limited to, system initialization, sleeping,listening, stand by initiated, standing by, running initiated, running,locked, service mode, shutdown, default, boot loading, and others. Theoperational data may also include hazard indicators, both criticalhazard indicators, which require the cessation of assist functions, suchas motor overheated and transient hazard indicators, which allowcontinued use but with restricted performance, such as motor temperaturebeing close to a limit but not over it.

The operational data may include system response data such as areduction in motor assistance in response to a motor warm hazardindicator, regenerative braking turned off in response to the batterybeing full, results of a self test run in response to a torque sensorfault, and others. The operational data may also include any systemfault errors generated by the different subsystems such as battery,motor drive, sensors, communications, processing board, peripheral,system, and others. The operational data may further include sensor datathat is used for controlling the vehicle such as bicycle velocity, pedalspeed, cassette torque, cassette speed, and others.

The operational data may be communicated on a predetermined frequencybasis for analysis (step 2554). The data may be communicated eitherdirectly to a server via, for example, wireless or cellular technologysuch as 3G/4G, or to the connected mobile device via a wired connection,Bluetooth, or other wireless technologies. Data communicated to themobile device may then be sent directly to a server or stored on themobile device to be communicated to the server at a later time accordingto a set of rules that may include, for example, battery charge on themobile device, signal strength, the presence of a Wi-Fi connection, andothers. Data may also be stored locally on the wheel and sent to theserver at a later time, either automatically once a mobile deviceconnects to the wheel, or when connected to service tool through awireless or a wired connection port 218. Data sent to the server may beassociated with the specific wheel that generated the data. Thisassociation enables a service representative to view and analyze theoperational data when responding to a trouble call, thus facilitatingresolution of the issue (step 2556).

The operational data may be analyzed for internal consistency and errordetection. For example, if a positive torque is measured at the cassettebut there a negative speed measured at the cassette, there is a problemeither with the torque or speed measurement. This is because in abicycle with a freewheel positive torques cannot be sustained withnegative pedal speed.

In another example, data, such as cassette speed, may be checked forerrors using a variety of sensors such as the speed sensor, the torquefrequency measured at the cassette torque sensor. Because the pedalscannot spin faster than the measured wheel speed, if the pedal speedexceeds the motor speed there is a problem either with the cassette orwheel speed measurements.

Additionally, operational data may be collected for understanding thecontext of usage. For example, temperature data may be reviewed todetermine the temperature at which the batteries were charged anddischarged and/or accelerometer data may be used to sense crashes,falls, drops and others. The operational data may thus be used todetermine the occurrence of user actions and events outside the “normalwear and tear,” that might void the warranty (step 2558).

Extensive testing may be performed during manufacturing to verify therobustness of various components prior to final assembly. For example,the shell 940 and the magnetic ring rotor 913 may be assembled thentorque applied to check for slippage of the magnetic ring rotor 913relative to the shell 940 prior to full assembly. In another example,torque may be applied to the torque sensor until destruction. In anotherexample, accelerated life testing may be performed and may includeenvironmental and performance testing.

With reference to FIG. 26A, an electrically motorized wheel testingapparatus 2600 positions a drive wheel 2602 with a number of “bumps”fixed onto the circumference thereof into driving contact with theelectrically motorized wheel to be tested. The bumps may be removable orotherwise configurable to represent various road conditions.

The electrically motorized wheel to be tested rotates the drive wheel2602 and an outer cage 2604 protects personnel. The electricallymotorized wheel may be supplied with external power to run for extendedperiods. Alternatively, the drive wheel 2602 may be powered to drive theelectrically motorized wheel. As the drive wheel 2602 rotates, theelectrically motorized wheel is thus subjected to a “bumpy” road. Theelectrically motorized wheel testing apparatus 2600 thus provides acompact extended life test cell to facilitate testing.

The ability to alter the amount of assistance or resistance provided bythe electrically motorized wheel together with the reporting of datatherefrom supports the use of electrically motorized wheel in remoterehabilitation therapies. Rehabilitation from an injury or recovery froma surgery may involve a progressive increase in usage time, an increasein resistance weight, and others for the recovering body part. Forexample, rehabilitation of a knee may involve weight training with theweight increasing a given percentage per week or biking with thedistance increasing a given percentage a week.

With reference to FIG. 27A, a rehabilitation system 2700 is disclosed inwhich a rehabilitation provider may prescribe an exercise regime for apatient. The prescription may include a desired a level of exertion,resistance, torque, length of time, frequency and other factors using aprescription system 2702 on a computing device accessible to therehabilitation provider. The prescription may be communicated via aserver 2710 to a corresponding rehabilitation application 2704 residenton a patient's mobile device.

The rehabilitation application 2704 may be utilized to generate a custommode such that the control parameters sent to the patient's electricallymotorized wheel 2708 provides the prescribed assistance and resistanceto the user. Alternatively, the rehabilitation application 2704 maycalculate the appropriate assistance and resistance to effectuate theprescription. The rehabilitation application 2704 may additionallyencourage the patient to use the electrically motorized wheel for thedesired time and frequency.

The rehabilitation application 2704, together with the server 2710,provides compliance data and wheel performance data such as speed,distance, time, torque, energy used and others, to the prescriptionsystem 2702 where a rehabilitation provider may review patientcompliance relative to the prescription, actual torque provided bypatient, leg to leg non-uniformity of applied torque, and others. Thisdata may then be used to modify the patient prescription such asaltering the level of assistance and resistance, altering recommendtraining time, notifying the patient of unexpected results, and others.

In embodiments, the mobile device 1502 may be in communication with awearable sensor such as a heart rate monitor to selectively adjust theoperational mode of the wheel in response thereto. Such selection may beutilized in concert with a training mode to maintain a desired heartrate or in rehabilitation mode to assure the user's heart rate does notexceed a predetermined value.

In embodiments, the mobile device 1502 can be utilized to measure aforce on the user such as a force applied to a user's knees via one ormore sensors in communication therewith. The rehabilitation application2704 may then be utilized to provide compliance and goal related dataduring performance of the physical therapy program. This data may thenbe used to modify the patient prescription such as altering the level ofassistance and resistance, so that user may experience optimized levelsof assistance and resistance in essentially real time. A feedback loopis thus provided to control the level of assistance and resistance inbased on a training or rehabilitation regimen.

With reference to FIG. 28A, a training system 2800 is disclosed in whicha training application 2802 on a mobile device 2804 is in communicationwith an electrically motorized wheel 2808. The training application 2802permits the user to specify training goals such as a level of exertion,level of resistance, rate of Calorie expenditure, maximum heart rate,desired Calorie expenditure, percent increase over previous performance,fitness goals (e.g. complete the tour de France).

The training application 2802 may then convert the specified goals to acustom set of control parameters to be transmitted to the electricallymotorized wheel and provide the appropriate assistance and resistance tomeet the specified goals. The electrically motorized wheel may provideperformance data such as levels of assistance and resistance provided,total calories burned, rate of calories burned, torque applied by theuser and others to the training application 2802 for review by the useror a trainer.

Bicycle stands for stationary indoor training may be used with theelectrically motorized wheel, however, when the electrically motorizedwheel provides resistance for the user, electricity is generated. Suchgenerated electricity may be used to drive peripheral devices such as afan, power or charge mobile devices, and others. The power generated mayused to heat the room, stored to an external battery, or uploaded to theelectrical grid. Alternatively, the power generated may simply bedissipated via a resistor or other energy conversion device that forexample, plugs into the electrically motorized wheel when operated on abicycle stand.

In embodiments, the bicycle stands for stationary indoor training mayalso be particularly tailored to the electrically motorized wheel toprovide power output connections, docking for accessory devices,peripheral devices, battery charging stations, etc.

With respect to FIG. 29A, a fleet management system 2900 includes aplurality of electrically motorized wheels 2902 that may be incommunication with a server 2910 to receive data for interchange withone or more wheel databases 2912. The data received may include userdata such as user mode selections, user route selections andannotations, calories burned during current ride, time riding andothers. The plurality of electrically motorized wheels 2902 may belongto a common owner such as a delivery service, a multiple of wheel chairsin a hospital, or a multiple of shopping carts in a store. The datareceived may also include operating versions, wheel performance datasuch as speed over time, control parameters, available battery life,accelerations, motor assistance and others. The data received may alsoinclude environmental data such as elevation changes, ambienttemperature, humidity, and others.

A fleet management module 2904 may utilize the data in the electricallymotorized wheel databases 2912 to facilitate coordination of a fleetsuch as assuring that all vehicles in the fleet have the same softwareversion, have proper battery conditioning and maintenance performed,coordinating routing based on wheel location, meta-analysis of fleetdata and other aggregation and correlation of data such that issues withspecific electrically motorized wheels may be readily identified.

For example, data regarding current location, routes, available batterylife, motor assistance/resistance provided during current ride, Caloriesburned during current ride, user's average ride statistics such asspeed, and others might be used to determine new routings and selectionof users for new destinations being added.

In another example, data regarding wheel speed over time, accelerations,motor assistance and resistance provided, wheel sensor data, temperaturedata over different routes may be used to optimize future routes. In yetanother example, data such as speed over time, accelerations motorassistance and resistance, route, and others may be used as input whenevaluating overall user performance.

In still another example, the fleet management system 2900 may beutilized to confirm driver activity and metrics to facilitate payment,improved performance, route coordination, etc.

With reference to FIG. 30A, a server 3002 such as cloud-based server/APImay receive user data, wheel performance data, environmental data, andgeographic data, is in communication with a multiple electricallymotorized wheels 3008 to interchange data. The data may originate withthe electrically motorized wheel 3008 via the associated mobile device3010. The data may then be transmitted to the server 3002 from each ofthe electrically motorized wheels 3008. The data received may includeuser data such as user mode selections, user route selections,annotations, travelled routes, available battery mode over a trip, andinstantaneous battery life at a given location, energy supplied by theuser, time required to travel a route, average speed over route, andothers. The data received may also include wheel performance data suchas speed over time, control parameters, accelerations, motor assistanceand others. The data received may still further include location ofmobile device 3010.

A computer-based analysis module 3004 may access an electricallymotorized wheel database 3012 and analyze the combined wheel data frommultiple rides reported by an individual wheel to identify trends inthat user's health, fitness level, user preferences, and other suchdata. The computer-based analysis module 3004 may also analyze thecombined data from different users to identify patterns and sense trendsin public health and fitness levels, frequently used routes and others.

User annotations may alternatively or additionally be used to rate linksin the road network and facilitate identification of where to locate newbicycle paths. The data regarding the differences between location wherean electrically motorized wheel stopped and the final location may beused to optimize bicycle paths and bicycle parking.

Alternatively or in addition, aggregated data over common routes may beused for pothole detection, identification of road conditions/road type,whether a street is closed, average number of starts and stops on aroute, average energy consumed over links in the road network, elevationgains over links in the road network, and others. This data may be usedto optimize control algorithms along a particular route or recommendsafer routes to a user, as starts and stops may be indicative of energyconsumption and/or user safety. More frequent starts and stops mayincrease energy consumption. Also, starts and stops may be seen asindicative of intersections and a user's risk of injury typicallyincreases with each intersection.

Alternatively or in addition, aggregated data over may be used tofacilitate multi-player games such as geo-caching where the user visitsspecified geographic locations. The data collection system therebycollects data location and time such that users with access to thecomputer-based analysis module 3004 can compare locations visited.

The methods and systems described herein may be deployed in part or inwhole through a machine that executes computer software, program codes,and/or instructions on a processor. The processor may be part of aserver, application data server, client, network infrastructure, mobilecomputing platform, stationary computing platform, or other computingplatform. A processor may be any kind of computational or processingdevice capable of executing program instructions, codes, binaryinstructions and others. The processor may be or include a signalprocessor, digital processor, embedded processor, microprocessor or anyvariant such as a co-processor (math co-processor, graphic co-processor,communication co-processor and others) and others that may directly orindirectly facilitate execution of program code or program instructionsstored thereon. In addition, the processor may enable execution ofmultiple programs, threads, and codes. The threads may be executedsimultaneously to enhance the performance of the processor and tofacilitate simultaneous operations of the application. By way ofimplementation, methods, program codes, program instructions and othersdescribed herein may be implemented in one or more thread. The threadmay spawn other threads that may have assigned priorities associatedwith them; the processor may execute these threads based on priority orany other order based on instructions provided in the program code. Theprocessor may include memory that stores methods, codes, instructionsand programs as described herein and elsewhere. The processor may accessa storage medium through an interface that may store methods, codes, andinstructions as described herein and elsewhere. The storage mediumassociated with the processor for storing methods, programs, codes,program instructions or other type of instructions capable of beingexecuted by the computing or processing device may include but may notbe limited to one or more of a CD-ROM, DVD, memory, hard disk, flashdrive, RAM, ROM, cache and others.

A processor may include one or more cores that may enhance speed andperformance of a multiprocessor. In embodiments, the process may be adual core processor, quad core processors, other chip-levelmultiprocessor and others that combine two or more independent cores(called a die).

The methods and systems described herein may be deployed in part or inwhole through a machine that executes computer software on a server,application data server, client, firewall, gateway, hub, router, orother such computer and/or networking hardware. The software program maybe associated with a server that may include a file server, printserver, domain server, internet server, intranet server and othervariants such as secondary server, host server, distributed server andothers. The server may include one or more of memories, processors,computer readable media, storage media, ports (physical and virtual),communication devices, and interfaces capable of accessing otherservers, clients, machines, and devices through a wired or a wirelessmedium, and others. The server, as described herein and elsewhere mayexecute the methods, programs, or codes. In addition, other devicesrequired for execution of methods as described in this application maybe considered as a part of the infrastructure associated with theserver.

The server may provide an interface to other devices including, withoutlimitation, clients, other servers, printers, database servers, printservers, file servers, communication servers, distributed servers andothers. Additionally, this coupling and/or connection may facilitateremote execution of program across the network. The networking of someor all of these devices may facilitate parallel processing of a programor method at one or more location without deviating from the scope ofthe disclosure. In addition, any of the devices attached to the serverthrough an interface may include at least one storage medium capable ofstoring methods, programs, code and/or instructions. A centralrepository may provide program instructions to be executed on differentdevices. In this implementation, the remote repository may act as astorage medium for program code, instructions, and programs.

The software program may be associated with a client that may include afile client, print client, domain client, internet client, intranetclient and other variants such as secondary client, host client,distributed client and others. The client may include one or more ofmemories, processors, computer readable media, storage media, ports(physical and virtual), communication devices, and interfaces capable ofaccessing other clients, servers, machines, and devices through a wiredor a wireless medium, and others. The methods, programs or codes asdescribed herein and elsewhere may be executed by the client. Inaddition, other devices required for execution of methods as describedin this application may be considered as a part of the infrastructureassociated with the client.

The client may provide an interface to other devices including, withoutlimitation, servers, other clients, printers, database servers, printservers, file servers, communication servers, distributed servers andothers. Additionally, this coupling and/or connection may facilitateremote execution of program across the network. The networking of someor all of these devices may facilitate parallel processing of a programor method at one or more location without deviating from the scope ofthe disclosure. In addition, any of the devices attached to the clientthrough an interface may include at least one storage medium capable ofstoring methods, programs, applications, code and/or instructions. Acentral repository may provide program instructions to be executed ondifferent devices. In this implementation, the remote repository may actas a storage medium for program code, instructions, and programs.

The methods and systems described herein may be deployed in part or inwhole through network infrastructures. The network infrastructure mayinclude elements such as computing devices, servers, routers, hubs,firewalls, clients, personal computers, communication devices, routingdevices and other active and passive devices, modules and/or componentsas known in the art. The computing and/or non-computing device(s)associated with the network infrastructure may include, apart from othercomponents, a storage medium such as flash memory, buffer, stack, RAM,ROM and others. The processes, methods, program codes, instructionsdescribed herein and elsewhere may be executed by one or more of thenetwork infrastructural elements.

The methods, program codes, and instructions described herein andelsewhere may be implemented on a cellular network having multiplecells. The cellular network may either be frequency division multipleaccess (FDMA) network or code division multiple access (CDMA) network.The cellular network may include mobile devices, cell sites, basestations, repeaters, antennas, towers, and others. The cell network maybe a GSM, GPRS, 3G, EVDO, mesh, or other networks types.

The methods, programs codes, and instructions described herein andelsewhere may be implemented on or through mobile devices. The mobiledevices may include navigation devices, cell mobile devices, mobiledevices, mobile personal digital assistants, laptops, palmtops,netbooks, pagers, electronic books readers, music players and others.These devices may include, apart from other components, a storage mediumsuch as a flash memory, buffer, RAM, ROM and one or more computingdevices. The computing devices associated with mobile devices may beenabled to execute program codes, methods, and instructions storedthereon. Alternatively, the mobile devices may be configured to executeinstructions in collaboration with other devices. The mobile devices maycommunicate with base stations interfaced with servers and configured toexecute program codes. The mobile devices may communicate on apeer-to-peer network, mesh network, or other communications network. Theprogram code may be stored on the storage medium associated with theserver and executed by a computing device embedded within the server.The base station may include a computing device and a storage medium.The storage device may store program codes and instructions executed bythe computing devices associated with the base station.

The computer software, program codes, and/or instructions may be storedand/or accessed on machine readable media that may include: computercomponents, devices, and recording media that retain digital data usedfor computing for some interval of time; semiconductor storage known asrandom access memory (RAM); mass storage typically for more permanentstorage, such as optical discs, forms of magnetic storage like harddisks, tapes, drums, cards and other types; processor registers, cachememory, volatile memory, non-volatile memory; optical storage such asCD, DVD; removable media such as flash memory (e.g. USB sticks or keys),floppy disks, magnetic tape, paper tape, punch cards, standalone RAMdisks, Zip drives, removable mass storage, off-line, and others; othercomputer memory such as dynamic memory, static memory, read/writestorage, mutable storage, read only, random access, sequential access,location addressable, file addressable, content addressable, networkattached storage, storage area network, bar codes, magnetic ink, andothers.

The methods and systems described herein may transform physical and/oror intangible items from one state to another. The methods and systemsdescribed herein may also transform data representing physical and/orintangible items from one state to another, such as from usage data to anormalized usage dataset.

The elements described and depicted herein, including in flow charts andblock diagrams throughout the figures, imply logical boundaries betweenthe elements. However, according to software or hardware engineeringpractices, the depicted elements and the functions thereof may beimplemented on machines through computer executable media having aprocessor capable of executing program instructions stored thereon as amonolithic software structure, as standalone software modules, or asmodules that employ external routines, code, services, and so forth, orany combination of these, and all such implementations may be within thescope of the present disclosure. Examples of such machines may include,but may not be limited to, personal digital assistants, laptops,personal computers, mobile devices, other handheld computing devices,medical equipment, wired or wireless communication devices, transducers,chips, calculators, satellites, tablet PCs, electronic books, gadgets,electronic devices, devices having artificial intelligence, computingdevices, networking equipment, servers, routers and others. Furthermore,the elements depicted in the flow chart and block diagrams or any otherlogical component may be implemented on a machine capable of executingprogram instructions. Thus, while the foregoing drawings anddescriptions set forth functional aspects of the disclosed systems, noparticular arrangement of software for implementing these functionalaspects should be inferred from these descriptions unless explicitlystated or otherwise clear from the context. Similarly, it will beunderstood that the various steps identified and described above may bevaried, and that the order of steps may be operable to particularapplications of the techniques disclosed herein. All such variations andmodifications are intended to fall within the scope of this disclosure.As such, the depiction and/or description of an order for various stepsshould not be understood to require a particular order of execution forthose steps, unless required by a particular application, or explicitlystated or otherwise clear from the context.

The methods and/or processes described above, and steps thereof, may berealized in hardware, software or any combination of hardware andsoftware suitable for a particular application. The hardware may includea general purpose computer and/or dedicated computing device or specificcomputing device or particular aspect or component of a specificcomputing device. The processes may be realized in one or moremicroprocessors, microcontroller systems, embedded microcontrollersystems, programmable digital signal processors or other programmabledevice, along with internal and/or external memory. The processes mayalso, or instead, be embodied in an application specific integratedcircuit, a programmable gate array, programmable array logic, or anyother device or combination of devices that may be configured to processelectronic signals. It will further be understood that one or more ofthe processes may be realized as a computer executable code capable ofbeing executed on a machine-readable medium.

The computer executable code may be created using a structuredprogramming language such as C, an object oriented programming languagesuch as C++, or any other high-level or low-level programming language(including assembly languages, hardware description languages, anddatabase programming languages and technologies) that may be stored,compiled or interpreted to run on one of the above devices, as well asheterogeneous combinations of processors, processor architectures, orcombinations of different hardware and software, or any other machinecapable of executing program instructions.

Thus, in one aspect, each method described above and combinationsthereof may be embodied in computer executable code that, when executingon one or more computing devices, performs the steps thereof. In anotheraspect, the methods may be embodied in systems that perform the stepsthereof, and may be distributed across devices in a number of ways, orall of the functionality may be integrated into a dedicated, standalonedevice or other hardware. In another aspect, the means for performingthe steps associated with the processes described above may include anyof the hardware and/or software described above. All such permutationsand combinations are intended to fall within the scope of the presentdisclosure.

While the disclosure has been disclosed in connection with the otherembodiments shown and described in detail, various modifications andimprovements thereon will become readily apparent to those skilled inthe art. Accordingly, the spirit and scope of the present disclosure isnot to be limited by the foregoing examples, but is to be understood inthe broadest sense allowable by law.

All documents referenced herein are hereby incorporated by reference.

It should be understood that relative positional terms such as“forward,” “aft,” “upper,” “lower,” “above,” “below,” “bottom”, “top”,and others are with reference to the normal operational attitude andshould not be considered otherwise limiting.

It should be understood that like reference numerals identifycorresponding or similar elements throughout the several drawings. Itshould also be understood that although a particular componentarrangement is disclosed in the illustrated embodiment, otherarrangements will benefit herefrom.

Although the different embodiments have specific illustrated components,the embodiments of this disclosure are not limited to those particularcombinations. It is possible to use some of the components or featuresfrom any of the embodiments in combination with features or componentsfrom any of the other embodiments.

Although particular step sequences are shown, described, and claimed, itshould be understood that steps may be performed in any order, separatedor combined unless otherwise indicated and will still benefit from thepresent disclosure.

The foregoing description is exemplary rather than defined by thelimitations within. Various embodiments are disclosed herein, however,one of ordinary skill in the art would recognize that variousmodifications and variations in light of the above teachings will fallwithin the scope of the appended claims. It is therefore to beunderstood that within the scope of the appended claims, the disclosuremay be practiced other than as specifically described. For that reasonthe appended claims should be studied to determine true scope andcontent.

What is claimed:
 1. A support block for a torque arm on a vehiclecomprising: a first indentation and a second indentation each having anopening adapted to accept a portion of a torque arm, the firstindentation and the second indentation each having a relief cut oppositethe opening into which a portion of a torque arm can fit.
 2. The supportblock as recited in claim 1, wherein the first indentation and thesecond indentation are each V-shaped.
 3. The support block as recited inclaim 2, wherein the relief cut is located at the apex of the V-shape.4. The support block as recited in claim 1, wherein the firstindentation and the second indentation are located through a sidewall ofthe block.
 5. The support block as recited in claim 1, wherein the blockhas a substantially circular cross section.
 6. The support block asrecited in claim 1, wherein the block includes an aperture to receive ashaft.
 7. The support block as recited in claim 1, wherein the blockincludes a multiple of fastener apertures therethrough.
 8. A torque armassembly for a wheel of a vehicle, the torque arm assembly comprising: ablock with a first indentation and a second indentation, the firstindentation including a relief cut and the second indentation includinga relief cut; and a torque arm with a first hinge portion engageablewith the first indentation and extending partially into the relief cuton the first indentation, and a second hinge portion engageable with thesecond indentation and extending partially into the relief cut on thesecond hinge portion.
 9. The assembly as recited in claim 8, wherein thetorque arm includes a non-circular opening.
 10. The assembly as recitedin claim 9, wherein the non-circular opening rotationally keys thetorque arm to a shaft.
 11. The assembly as recited in claim 10, whereinthe non-circular opening permits the torque arm to pivot about a hingethat defines a pivot for the torque arm such that an arm portion mayinterface with a frame member of the vehicle.
 12. The assembly asrecited in claim 11, wherein the arm portion interfaces below a framemember to transfer torque to the frame member of the vehicle.
 13. Theassembly as recited in claim 8, wherein the hinge portions aresubstantially V-shaped.
 14. The assembly as recited in claim 13, whereinan apex of each of the two hinge portions interface with a respectiverelief cut to provide a two line contacts for each of the respectivefirst indentation and the second indentation.
 15. The assembly asrecited in claim 14, wherein an apex of each of the two hinge portionsis arcuate.
 16. The assembly as recited in claim 8, further comprising aclamp to retain the arm portion below a frame member.
 17. The assemblyas recited in claim 10, wherein the torque arm comprises a substantiallysemi-spherical surface comprising the non-circular opening.
 18. Theassembly as recited in claim 17, further comprising a lock nut thatinterfaces with the semi-spherical portion.
 19. The assembly as recitedin claim 18, wherein the lock nut includes a non-planar interface thatinterfaces with the semi-spherical portion.
 20. The assembly as recitedin claim 19, wherein the lock nut mounts to the shaft to lock the torquearm at a desired angle to accommodate a multiple of vehicle framearrangements.